January 15, 2016 

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U. S. Department of Transportation Docket Management Syste~J:70q New J"rsey: '::; ··1 

Ave., SE Washington, DC 2059'0· 

Re: Exemption ·Request Section 333 of the FAA Reform Act and Part 11 of the 

Federat Aviation Regulations · 

Dear Sir or Madam: Pursuant to Section 333 of the FAA Modernization and Reform Act 

of12012'(the·\'Reform Act"), Joseph P Louchheim, a professional photographer (the 

"Applicant"), planned operator of Small Unmanned Aircraft Systems ("sUAS") seeks an 

exemption fron{Fedetal''Aviation Regulations ("PARs") listed below and discussed in 

Appendix A. 'Attached, as AppendixC, is a summary of this request'.· . ~~ · !, /:; ; 

The requested exernptidi\'·Wouid allo\VtheApplicimt to~ safely, efficientlY/~h1d · · 

economically use commercial sUAS in the National Airspace System (NAS), so long as 

such'operatibns>are' ebnducted within and tinder the conditions butlined'het~in or as·may 

be established by the'FAA as required by Section 333. As described more fully below, 

the requested exemption would authorize the Applicant to perform commercial 

operations with sUAS that will provide the following benefits: 

1. Commercial use of sUAS to perform aerial photography brings a new and more 

informed perspective to the end user. 

2. The use of sUAS will decrease congestion in the NAS along with reducing the noise 

and air pollution generated during traditional manned aircraft flight operations. 

3. Operation ofsUAS will substantially reduce the risk to life and property in the air, and 

on the ground, which is commonly associated with traditional manned aircraft flight 

operations. 

4: Sirn1lar'tcithe current manned aircraft flight operations that have been conducted for 

many decades, sUA.S0 used·for simrlit:'r task's will not ·generate any ileW"pFivacy iSsues;· '· ... ) ( ', 

Apptovai ofthis exe'mption would thereby enharic'e 'safety: iilid fulfillthe;Sectetary of 

Transportation's (the FAAAdministrator's) responsibilities under Section 333(c) of the 

Reform Act to "establish requirements for the· safe operation 'of such aircraft systems in 

the national airspace sys,tem. '' . ' , ·' · ' · · 

The\ name and· addtess of thdtpplicant are: 

Joseph P.Louchheim . 

· 509' Sagg Main Street;' PO Box 8 

'Sagaponack, NY 11962 , · · · 

Phone:631-553-6775 

Email: jplll962@gmaiLcom 
The regulations from which the exemption is requested are as follows: 

14 C.F.R. Part 21; 

14 C.F.R. 45.23(b); 

14 C.F.R. 61.113(a) &(b); 

14 C.F.R. 61.133(a); 

14 C.F.R. 91.7(a); 

14 C.F.R. 91.9(b)(2) &(c); 

14 C.F.R. 91.103; 

14 C.F.R. 91.109(a); 

14 C.F.R. 91.119; 

14 C.F.R. 91.121; 

14 C.F.R. 91.151(a); 

14 C.F.R. 91.203(a) &(9); 

14 C.F.R. 91.405(a); 

14 C.F.R. 91.407(a)(l); 

14 C.F.R. 91.409(a)(2); 

14 C.F.R. 91.417(a) 

Appendix A discusses each rule listed above and explains why exemptions pursuant to 

the proposal set forth in this letter are appropriate, provide an equivalent level of safety, 

and are in the public interest. 

QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THE REFORM 

ACT 

The proposed operations in this petition for exemption qualify for expedited approval 

under Section 333 of the Reform Act. Each of the statutory criteria and other potentially 

relevant factors are satisfied. 

The proposed operations would permit the use of small and relatively inexpensive UAS 

under controlled conditions in airspace that is: (1) limited; (2) predetermined; (3) 

controlled as to access, and; ( 4) would provide an increased level of safety beyond that 

existing when fixed or rotor wing aircraft are used to accomplish the same purpose. 

The sUAS's planned to be operated are DJI Phantom 3 Professional, and a DJI Inspire 

weighing 7 Ibs. or fewer including payload. It would operate, under normal conditions, at 

a speed of no more than 30 knots. The principal construction material of the sUAS is 

plastic. Operations will be performed by Joseph P Louchheim "Pilot in Command" (PIC), 

as outlined below, to insure that the sUAS will "not create a hazard to users of the 

national airspace system or the public." Given the small size of the sUAS involved and 

the pre-planned environment within which they will operate, the applicant believes that 

these operations fall squarely within that zone of safety (an equivalent level of safety) in 

which Congress envisioned that the FAA must, by exemption, allow commercial 

operations of sUAS to commence immediately. Also, due to the size of the sUAS and the 

pre-defined, restricted area in which the sUAS will operate, approval of the application 

presents no national security issue. The operation of sUAS by knowledgeable 
....... ------------~· 

professionals will serve to enhance safety, add to the public benefit, and reduce 

environmental impacts related to current methods of manned aircraft flight operations. 

These limitations and conditions to which the PIC agrees to be bound when conducting 

commercial operations under an FAA issued exemption: 

1. Safety will be the first and foremost consideration in any sUAS operation. 

2. The sUAS pilot will be considered Pilot in Command (PIC), whether flying or 

supervising, and will be responsible for safe operation of the flight. · 

3. Flights will be operated within line of sight of the PIC and/or an observer. 

4. The sUAS will weigh less than 4 Ibs. total. 

5. Flights will be operated in Class G airspace . 

6. Flights will be operated under visibility and cloud clearance requirements equivalent to 

Visual Flight Rules (VFR). 

7. The sUAS will at all times give way to any aircraft carrying persons. 

8. Joseph P Louchheim and a secondary person will be at a all flights 

9. Prior to a s U AS flight, an area of operation will be established. This area of operation 

will include a defined lateral anc.rvertiCal area, where the sUAS will operate. Safety 

procedures will be established for persons, property and applicable airspace within the 

area of operation. 

lO.The sUAS shall operate from on -site takoff/landing locations directly next to the PIC 

and/or Observer. 

11. Flight planning will include flight completion with at least 20% battery power 

remaining as measured by the sUAS or appropriate timing. 

12.The sUAS will be equipped with an autopilot system. For example, the sUAS will 

utilize GPS navigation for stability and reliability. failsafe's, return-to-home (RTH), PIC 

will have control of the flight at all times. features, among other built-in safety features. 

13.A Ground Station will be connected, by radio communication, to the sUAS during the 

entire flight, which will give the PIC flight information such as GPS Position, Altitude, 

Battery Remaining, and other telemetry information. 

14.A briefing will be conducted in regard to the planned sUAS operations prior to 

operation at each new location. All personnel who will be performing duties within the 

boundaries of the area of operation will be present for this briefing. 
15.All required permissions and permits will be obtainedfrom appropriate state, county 

or city jurisdictions, including local law enforcement, fire, or other appropriate 

governmental agencies. 

16. Written, electronic, and/or oral permission from the relevant property owners will be 

obtained prior to an operation. 

17. The sUAS pilot will be trained in advance for the safe operation of the sUAS to be 

operated. This will include operation of the sUAS both in normal and emergency modes 

of operation, and will include familiarization with the operation manual (or similar) if 

published by the sUAS manufacturer. Training will also include types of maneuvers to be 

performed and the safe operation in relation to persons, property and applicable airspace. 

It is the applicant's belief that the size, weight, speed, operating environment, and 

operating capabilities provide an "equivalent level of safety" or better when operating a 

sUAS for the public interest as outlined in Section 333 of the Reform Act. It is requested 

that the FAA issue an exemption to permit safe, legal, commercial sUAS operation by the 

applicant as soon as possible. 

• 
Appendix A 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

The applicant requests an exemption from the following regulations as well as any 

additional regulations that may technically apply to the operation of sUAS's: 

14 CFR Part 21, Subpart H: Airworthiness Certificates 

14 CFR § 91.203(a)(1) 

Section 91.203(a)(l) requires all civil aircraft to have a certificate of airworthiness. Part 

21, Subpart H, entitled Airworthiness Certificates, establishes the procedural 

requirements for the issuance of airworthiness certificates as required by FAR § 

91.203(a)(l). Given the size ofthe aircraft (less than 15 Ibs.) and the limited operating 

area associated with its utilization, it is unnecessary to go through the certificate of 

ainaorthiness process under Part 21 Subpart H to achieve or exceed current safety levels. 

Such an exemption meets the requirements of an equivalent level of safety under Part 11 

and Section 333 of the Reform Act. The Federal Aviation Act 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 sUAS involved. 

In this case, an analysis of these criteria demonstrates that the sUAS operated without an 

airworthiness certificate, under the conditions proposed herein, will be at least as safe, or 

safer, than a conventional aircraft (fixed wing or rotorcraft) with an airworthiness 

certificate. The sUAS weighs less than 15 Ibs. fully loaded. It will not carry a pilot or 

passenger, will not carry flammable fuel, and will operate exclusively within an area predisclosed and in compliance with conditions set forth herein. Operations under this 

exemption will be tightly controlled and monitored by both the operator, pursuant to the 

conditions set forth above, and by local public safety requirements. The FAA will have 

advance notice of all operations through the filing ofNOTAMs. Receipt of the prior 

permission of the land owner, the size of the aircraft, the lack of flammable fuel, and the 

fact that the aircraft is carried to the location and not flown there all establish the 

equivalent level of safety. The sUAS provides at least an equivalent, and most likely 

exceeds, level of safety to that of such operations being conducted with conventional 

aircraft that would be orders-of-magnitude larger and would be carrying passengers, 

cargo, and flammable fuel. 

14 CFR. § 45.23 & 91.9( c): Marking of the Aircraft 

Regulation 45.23 provides: 

(a) Each operator of an aircraft must display on that aircraft marks consisting of the 

Roman capital letter "N" (denoting United States registration) followed by the 

registration number of the aircraft. Each suffix letter used in the marks displayed must 

also be a Roman capital letter. 
(b)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. 

Regulation 91.9(c) provides: 

No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in 

accordance with part 45 of this chapter. 

The sUAS has no entrance to the cabin, cockpit, or pilot station on which the markings 

can be placed. Given the size of the sUAS, two-inch lettering will be impossible. Official 

marking systems for sUAS have not yet been established for operations inside the NAS. 

The applicant is prepared to mark the sUAS with the name of the organization and 

location or origin and fulfill any other request by the FAA to this topic in accordance to § 

45.29(f) where the pilot, observer, and others working with the sUAS will see the 

identification of the sUAS. 

The FAA has issued the following exemptions to this regulation; see Exemption Nos. 

8738, 10167, 10167Aand 10700. 

-~-----~--,4 CFR§61.113(a) &(b);liT.T3'3ti]:Pr1vatt-YH'OrPi1Vil~ges and Limitations; Pilot 

in Command; Commercial Pilot Privileges and Limitations. 

Section 61.113( a) &(b) limit private pilots to non-commercial operations. Unlike a 

conventional aircraft that carries a pilot, passengers, and cargo, the sUAS in this case is 

remotely controlled with no passengers or property of others on board. Section 61.133(a) 

requires an individual with a commercial pilot's license to be pilot in command of an 

aircraft for compensation or hire. The applicant respectfhlly proposes that operator 

requirements should take into account the characteristics of the particular sUAS. Most 

sUAS autopilot's have a high degree of pre-programmed control and various built-in 

technicai capabilities that strictly limit the potential for operation outside of the operating 

conditions set forth in the exemption application. Hands-on experience with the sUAS are 

a far more effective guarantee of flight safety than a commercial pilot certificate would 

be, until the FAA Pilot Certificate requirements catch up to the sUAS technology. 

The sUAS autopilots have an all-digital software platform with advanced features 

previously restricted to full size unmanned aircraft. Automated features and advanced flysafe controls enable safe, reliable operation, as well as advanced networking capabilities 

and system extensibility. 

• The system can autonomously fly a programmed flight path or fly in manual 

mode 
........ ----------~· 

, 

• Flight time and battery minutes are displayed ;at all times. The system will 

return home and land automatically if user-configurable limits are reached. 

Flight safety is a priority, no matter the operating environment or project. 

sUAS offer superior safety over manned aircraft by removing the need for 

people to be onboard in potentially dangerous situations. With multiple builtin safety features, sUAS platforms exceed manned operations with respect to 

safety. 

• The sUAS automatically detects potential issues- with configurable 

automated response behavior such as a return-home-and-land routine 

• The sUAS self-calibrate all of their sensors and perform required failsafe preflight tests prior to takeoff to check for errors 

• The sUAS have the ability to set up visual no-fly zones or create a virtual 

fence so the sUAS can't fly horizontally or vertically beyond the preplanned 

flight area 

• The sUAS have battery minutes and flight time displayed at all times. The 

system will return home and land automatically if user-configurable limits are 

reached 

• The sUAS auto detect a lost GPS, warns the pilot and initiates an immediate 

landing. 

• Low battery on the sUAS triggers a Non-Fatal Warning alarm to return home, 

land and replace the battery 

• If sUAS detect a lost-link to the Ground Station the vehicle will perform its 

pre-defined Non-Fatal Condition Response. 

Given these safety features, the applicant proposes that operators of sUAS with these 

features should not be required to hold a commercial or private pilot certification. 

Instead, operators should be required to: 

• have completed a training program for operation of the sUAS, if available. 

• have completed IS hours (or 150 flights) of training on the sUAS and/or simulator 

before commencing commercial operations. The applicant notes t.!:lat the FAA has 

found that safety factors permitted operation of sUASs by operators with these 

qualifications in the case of operations pursuant to public CO As where the 

mandatory operating conditions specified above are present. See Federal Aviation 

Administration, Notice N-8900.227, Unmanned Aircraft Systems (UAS) 

Operational Approval, at 20-21 (July 30, 2013). The FAA has the statutory 

authority, granted at 49 U.S.C.§44701(f) to waive the pilot requirements for 

commercial operations. 
Given these conditions and restrictions, an equivalent level of safety will be provided by 

allowing operation of the sUAS without a private pilot's certificate or a commercial 

pilot's certificate, under the conditions set forth herein. 

The risks associated with the operation of the sUAS (given its size, speed, operational 

capabilities, and lack of combustible fuel) are so diminished from the level of risk 

associated with private pilot operations or commercial operations contemplated by Part 

61 with conventional aircraft (fixed wing or rotorcraft), that allowing operations of the 

sUAS as set forth above meets or exceeds the present level of safety provided under 14 

C.F.R. § 61.113(a) &(b) and does not rise to the level of requiring a commercial pilot to 

operate the aircraft under§ 61.133(a). 

14 CFR § 91.7(a): Civil aircraft airworthiness. 

This regulation requires that no person may operate a civil aircraft unless it is in 

airworthy condition. Should the exemption be granted allowing commercial operation of 

sUAS without an airworthiness certificate, no standard will exist for airworthiness of the 

sUAS. Given the size of the sUAS and the previous COAs issued for similar sUAS, an 

equivalent level of safety will be achieved by ensuring compliance with the given sUAS 

manuals and use of safety checklists prior to each flight. 

14 CFR § 91.9(b)(2): Civil Aircraft Flight Manual in the Aircraft. 

The regulation provides: No person may operate a U.S.-registered civil aircraft ... (2) For 

which an Airplane or Rotorcraft Flight Manuai 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. 

Given the size of sUAS, they have 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 

achieved by keeping the flight manual at the ground control point where the pilot flying 

the sUAS will have immediate access to it. The FAA has issued to others the following 

exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 

9565B, 10167, 10167A, 10602, 32827, and 10700. 

14 CFR § 91.103: Preflight action 

This regulation requires each pilot in command to take certain actions before flight to 

insure the safety of flight. As FAA approved rotorcraft flight manuals will not be 

provided for the aircraft an exemption will be needed. An equivalent level of safety will 

be provided by following a comprehensive preflight checklist. The PIC will take all 

actions including reviewing weather, flight battery requirements, landing and takeoff 

distances and aircraft performance data before initiation of flight. 

14 CFR § 91.109(a) & 91.319(a)(1): Flight Instruction 

These regulations provide 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. 
The sUAS are remotely piloted aircraft and by 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 flight plan is either 

manually controlled through point- and-click navigation or preprogrammed as way points 

into the auto pilot before or during flight and only in unusual circumstances will the pilot 

input control functions to alter the pre-programmed flight. Given the size and speed of 

the sUAS, an equivalent level of safe training can still be performed without dual controls 

because no pilot or passengers are aboard the sUAS, and all persons will be a safe 

distance away should the sUAS experience any difficulties during flight instruction. 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. See Exemption 

Nos. 5778K & 9862A. 

14 CFR § 91.119: Minimum Safe Altitudes 

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 

91.119( c) limits aircraft flying over areas other than congested areas to an altitude of 500 

feet above the surface, except over open water or sparsely populated areas. In those cases, 

the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or 

structure. 

Because aerial survey, photography, mapping and inspection work must be accomplished 

at relatively low altitudes and at altitudes less than 500 feet AGL, an exemption from 

Section 91.119( c) is needed. 

The equivalent level of safety will be achieved given the size, weight, speed, and material 

with which sUAS are built. Also, no flight will be taken without the permission of the 

land owner or those who control the land. Because of the advance notice to the 

landowner, all affected individuals will be aware of the flights. Compared to aerial survey 

operations conducted with aircraft or rotorcraft weighing far more than 151 bs. and 

carrying flammable fuel, any risk associated with these operations will be far less than 

those currently allowed with conventional aircraft operating at or below 500 feet AGL. 

Indeed, the low-altitude operations of the sUAS will maintain separation between these 

sUAS operations and the operations of conventional aircraft that must comply with 

Section 91.119. 

14 CFR § 91.121: Altimeter Settings 

Section 91.121 requires a person operating an aircraft to maintain cruising altitude or 

flight level by reference to an altimeter that is set to the elevation of the departure airport 

or barometric pressure. Some sUAS have a barometric pressure sensor, while others only 

use GPS for elevation or altitude. When a barometric pressure sensor is on the sUAS, it is 

typically "zeroed" at the point of take-off; this is right next to the PIC and not at a 

departure airport. The altitude reading will be relative to that point and not a known 

elevation. The equivalent level of safety will be achieved by the PIC confirming the 

elevation or altitude of the launch site. The altitude of the sUAS will also be displayed 
via telemetry on the Ground Station and will be constantly monitored by the PIC during 

the entire flight operation. 

14 CFR § 91.15l(a): Fuel Requirements for Flight in VFR Conditions 

This regulation 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 different sUAS batteries provide a variety of powered flight 

times. An exemption from§ 14 CFR 91.151 is therefore required. 

The applicant believes that an exemption from 14 CFR § 91.151(a) is safe and within the 

scope of a prior exemption. See Exemption 10673 (allowing Lockheed Martin 

Corporation to operate without compliance with 91.15l(a)). Operating the sUAS, without 

30 minutes of reserve fuel does not engender the type of risks that Section 91.151(a) was 

meant to prevent given the size and speed at which the sUAS operates. The fact that it 

carries no pilot, passenger, or cargo also enhances its safety. In the unlikely event that the 

sUAS should run out of fuel, it would simply land. Given its weight and construction 

material, the risks are less than contemplated by the current regulation. 

The applicant believes that an equivalent level of safety can be achieved by maintaining 

20% of reserve fuel (or battery), which would be more than adequate to return the sUAS 

to its planned landing zone from anywhere in its operating area. 

The FAA has granted similar exemptions to others, including Exemptions 2689F, 5745, 

10673 and 10808. 

14 CFR § 91.203 (a) &(b): Carrying Civil Aircraft Certification and Registration 

This regulation provides as follows: 

(a) ... no person may operate a civil aircraft unless it has ... an appropriate and current 

airworthiness certificate. 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under §91.715 is 

displayed at the cabin or cockpit entrance so that it is legible to passengers or crew. 

The sUAS fully loaded weigh less than 15 Ibs. As such, there is no ability or place to 

carry certification and registration documents or to display them on the sUAS. In 

addition, there is no pilot on board the aircraft. An equivalent level of safety will be 

achieved by keeping these documents at the ground control point where the pilot flying 

the sUAS will have immediate access to them. The FAA has issued numerous 

exemptions to this regulation. A representative sample of other exceptions includes 

Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and 10700. 

14 CFR § 91.405(a); 407(a)(l); 409(a)(2); 417(a): Maintenance Inspections 

Section 91.405(a) requires that an aircraft operator or owner "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 ... " Section 91.407 similarly makes reference to 

requirements in Part 43; Section 91.409(a)(2) requires an annual inspection for the 

issuance of an air worthiness certificate. Section 91.417(a) requires the owner or operator 

to keep records showing certain maintenance work that has been accomplished by 

certificated mechanics, under Part 43, or licensed pilots and records of approval of the 

aircraft for return to service. 

The sUAS are nearly maintenance free, they perform automatic pre-flight checks and the 

failure of any check will prevent take-off. Checks which cannot be done by the system 

will be performed by a qualified person prior to each flight and at predefined intervals as 

part of a maintenance schedule. 

Pre-flight checklist includes: 

l.Visual inspection of the airframe 

2. Visual inspections of rotor integrity 

3.Check charge of all batteries (aerial vehicle, command station, radio repeater station) 

An equivalent level of safety will be achieved because the sUAS is small in size, will 

carry no external payload, will operate only in restricted predetermined areas and is not a 

complex mechanical devise. The operator of aU AS will ensure that it is in working order 

prior to initiating flight, perform required maintenance, and keep a log of any 

maintenance that is performed. Moreover, the operator is the person most familiar with 

the aircraft and is best suited to maintain the aircraft in an airworthy condition and to 

ensure an equivalent level of safety. If inechanical issues arise, the UAS can land 

immediately due to the predetermined area of operation. Moreover, the UAS's small size, 

carrying capacity, and the fact that flight operations will only take place in restricted 

areas for limited periods of time, create less risk than the same factors associated with 

conventional fixed-wing aircraft and rotorcraft performing the same operation. 

APPENDIXC 

SUMMARY OF SECTION 333 EXEMPTION REQUEST 

Joseph P Louchheim, a professional aerial photographer, hereby provides pursuant to Part 

11 a summary of his exemption application to allow commercial operation of sUAS for 

aerial photography in support of government entities, agriculture industry, utility 

companies, local infrastructure, scientific studies, wildlife monitoring, mining, surveying, 

forestry, and much more. AU of which are critical to the well-being of the general public. 

An exemption is requested from the following regulations: 14 C.F.R. Part 21; 14 C.F.R. 

45.23(b); 14 C.F.R. 61.113(a) &(b); 14 C.F.R. 61.133(a); 14 C.F.R. 91.7(a); 14 C.F.R. 

91.9(b)(2) &(c); 14 C.F.R. 91.103; 14 C.F.R. 91.109(a); 14 C.F.R. 91.119; 14 C.F.R. 

91.121; 14 C.F.R. 91.151(a); 14 C.F.R. 91.203(a) &(b); 14 C.F.R. 91.405(a); 14 C.F.R. 

91.407(a)(1); 14 C.F.R. 91.409(a)(2); 14 C.F.R. 91.417(a).