April 24, 2015

Exemption No. 11426 Regulatory Docket No. FAA

– 20 15

– 0173

Mr. Ryan P. Marlow

Alaska Aerial Media , LLC 7960 Upper O’Malley Road Anchorage, AK 99507

Dear Mr. Marlow :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.

The Basis for Our Decision

By letter posted to the docket on January 26, 2015, and amended on March 26, 2015, you petitioned the Federal Aviation Administration (FAA) on behalf of Alaska Aerial Media , LLC ( hereinafter petitioner or operator ) for an exemption

. The exemption would all ow the petitioner to operate an unmanned ai rcraft system (UAS) to conduct aerial

v ideography and cinematography to enhance academic community awareness for those individuals and companies unfamiliar with the geographical layout of the Anchorage area, and

pursue implementation of emergency use UAS systems with public entities

.

See Appen dix A for the petition submitted to the FAA des cribing the proposed operations and

the regulations that the petitioner seeks an exemption

.

The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.2

Airworthiness Certification

The UAS proposed by the petitioner is a DJI Inspire 1.

The petitioner requested reli ef from 14 CFR part 21, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates . In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in

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

aircraft and its operation, the Secretary of Transportation has determined that this aircraft

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief f rom 14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates , and any associated noise certification and testing requirements of part 36, is

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection

. The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 2014

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that th e UAS operation enabled by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that

—

• They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and

11213 also apply to the situation you present; and

• A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Alaska Aerial Media , LLC is granted an exemption

from 14 CFR §§ 61.23(a) and ( c ), 61.101(e)(4 ) and (5), 61.113(a), 61.315(a) , 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a)3

and (b), to the extent necessary to allow the petitioner to ope rate a UAS to perform aerial data

collection

. This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Alaska Aerial Media , LLC is hereafter referred to as the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Inspire 1 when weighing l ess than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are

not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds gre ater than the maximum UA operating airspeed recommended by the

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual l ine 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 or

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC mus t be able to communicate verbally at all times ;

e lectronic 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 mus t ensure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter refe rred to as the operating documents. The operating

documents must be accessible during UAS operations and made available to the4

Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein 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 do cuments. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. Th e FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. repl acement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at

least 500 feet from other people . The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

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

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. If the inspectio n 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.

11. The operator must follow the UAS manu facturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and

aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a P IC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia , Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.5

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (traini ng, proficiency, and experience

- building) and dete rmining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During

traini ng, 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 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbo l as denoted on the current

FAA

- published aeronautic al chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption

holder. The letter of agreement with the airport management must be made available to the Administrator or any law en forcement official upon request.

17. 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.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a

pre

- determined location within the pr ivate or controlled

- access property.

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

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater.

21. Air Traffic Organizatio n (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that cannot be conducted under the t erms of the attached COA

.6

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the

PIC at the Ground Control Station of the UAS an y time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request.

24. The UA must remain clear and give way to all manned aviation operations and

activities at all times.

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently prot ect nonparticipating persons from the UA 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 with in 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and

b. The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and th e 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.

The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or authorized representative. Permission from property owner/controller or authorized representative will be

obtaine d for each flight to be conducted.

28. 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 FA A's UAS Integration Office (AFS− 80) with in 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions

contained on the NTSB Web site: www.ntsb.gov

.7

If this exemption permits operations for the purpose of closed

- se t motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the a rea of proposed filming. The 3

- day notification may be waiv ed with the concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone numbe r of th e person responsible for the on

- scene operation of the UAS;

d. Make, model, and serial or N− Number of UAS to be used;

e. Name and certificate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permission from pro perty owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating per sons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable part s of 14 CFR including, but not limited to,

parts 45, 47, 61, and 91.

This exemption terminates on April, 30, 2017 , unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan Director, Flight Standards Service

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## March 26, 2015

U. S. Department of Transportation

Docket Management System 1200 New Jersey Ave, SE Washington, DC 20590

Re: Exemption Request Section 3 33 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a) &(b)



## Dear Sir or Madam,

I, Ryan Marlow, am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that I, Ryan Marlow, an owner and operator of small unmanned aircraft (N99887), be ex empted from the Federal Aviation Regulations (“FARs”) listed below so that I, Ryan Marlow, may operate my small ultra light weight unmanned aircraft system (N99887) or (“UAS”) commercially in airspace regulated by the Federal Aviation Administration (“FAA” ).

As described herein I, Ryan Marlow, have added a professional
grade quad

- copter UAS (N99887) to my inventory equipped with

a DJI Zenmuse H 3 camera with intent for aerial videography / cinematography to enhance academic community awareness for those individuals and companies unfamiliar with the geographical layout of the Anchorage area, and pursue implementation of emergency use UAS systems with p ublic

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## e ntities; following exemption and approval by the FAA. This will
allow for enhanc e ment of the academic research experience for the Anchorage area. I plan to add a second quad

- c opter with a

FLIR camera to my inventory in the future with comparable safety capabilities.

I have flown small RC multi rotors for over eight (8) years without incident. As well as working with local FSDO on flight safety, I

am committed to safety with each flight. My, Ryan Marlow's, exemption request would permit operation of ultra light weight, unmanned (piloted by remote control) and comparatively inexpensive UAS(s) in tightly controlled and limited
airspace. Predetermined in areas away from general public, airports, heliports and vehicular traffic for community videos, and within property boundaries for individual homeowner real estate listing videos/photos. Currently, similar lightweight, remote controlled UAS's are legally operated by unmonitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. I, Ryan Marlow, have personally instilled safety protocols, sterile cockpit rule and checklists prior to operation. This will act to further safety protocols exclusive to lightweight UAS's specific to real estate video and photography usage as I, Ryan Marlow, record flight data and other information gained through permitted flight operations to share with the FAA through any required FAA reports to assist with future protocol and safety regulation.

Granting my, Ryan Marlow's, request comports with the Secretary of Transportation’s (FAA Administrator’s) responsibilities and authority to not only integrate UAS's into the national airspace system, but to “...establish requirements for the safe operation of

such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of UAS's for Aerial Surveying and Search and Rescue Systems.

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## Further I, Ryan Marlow, will conduct my operations in compliance with the prot ocols described herein or as otherwise established by

the FAA.

For the reasons stated below I, Ryan Marlow, respectfully request the grant of an exemption allowing me to operate ultra light weight, remote controlled UAS’s for academic community

awareness t o benefit/stimulate attraction to the Anchorage area and to enhance real estate listing videos for homeowners who cannot afford expensive manned aircraft for the same purpose. Both of which will promote local economic growth through increased employment an d increased tax base. Both with public safety in mind by keeping heavier manned aircraft containing combustible fuel that that poses potential public hazard.

I. Contact Information: Ryan Marlow, Alaska Aerial Media, LLC 7960 Upper O'Malley Road Anchorag e, AK 99507

Office: (907)

- 349

- 1628

Mobile: (907)

- 717

- 9794

Email: apexlivesound@gmail.com



## II

. The Specific Se ctions of Title 14 of the Code of Federal Regulations From Which Ryan Marlow Requests Exemption

are: 14 CFR 21; 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b).



## III. The Extent of relief Ryan Marlow seeks and the Reason He

Seeks Such Relief:

I, Ryan Marlow, submit this application in accordance with the

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## Reform Act, 112 P.L. 95 §§ 331

- 334, seeking relief from any currently applicable FARs operating to prevent me, R yan Marlow, from commercial cinematic, academic and other flight operations within the national airspace system. The Reform Act in Section 332 provides for such integration of civil unmanned aircraft systems into our national airspace system as it is in th e public’s interest to do so. My, Ryan Marlow’s, ultra light weight UAS meets

the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integration of my ultra light weight UAS is expressly contemplated by the Reform Act. I wo uld like to operate my ultra light weight UAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. Thereby, providing direct experience and valuable information for formal regulation that can be admini stered uniformly to all real estate related UAS aerial video and photography. The Reform Act guides the Secretary in determining the types of UAS's that may operate safely in our national airspace system. Considerations include: The weight, size, speed

and overall capabilities of the UAS's; Whether the UAS will be operated near airports or heavily populated areas; and, Whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an exemption for me, Ryan Marlow. My UAS utilizes four (4) counter

- rotating propellers for balance, control and stability. My UAS is equipped with GPS and auto return safety technology. Additionally, my UAS weighs less than five (5) pounds (far below the maximum 55 pound limit); including camera wit h gimbal.

I, Ryan Marlow, consider safety foremost with each flight. My

small

, unmanned aircraft is designed to hover in place via GPS and operate in less than a 24 knot (15 mph) wind. For safety, stability and fear of financial loss I will not fly in winds exceeding 16 kph (10 mph). Built in safety systems include a GPS mode that allows my UAS to hover in place when radio controls are

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## released. With three modes to choose from, I utilize the (GPS)

Smart Mode for aerial videography/photography. This is t he safest, most reliable and stable mode to prevent accident and hazard. When pilot communication is lost UAS is designed slowly descend to point of take off. I do not operate my UAS near airports, Hospitals nor Police heliports, and do not operate near

ar eas where general public is within fifty to one hundred (50

- 100) yards depending on location, conditions and weather. I am constantly on alert for any manned aircraft (Police/Medical helicopters, etc.) and prepared to land/abort immediately to the

nearest and safest ground point should a manned aircraft approach my location or I suspect manned aircraft may approach near my location. I Do call in to local Air Traffic Control to alert of my flight plan and operations as well as calling back when operations ar e complete. My UAS is capable of vertical and horizontal operations, and is flown only within my line of sight of me, as the remote control pilot. Utilizing battery power rather than combustible fuels, flights generally last between t welve (12) to

seventeen (17) minutes, with an altitude under one hundred fifty (150) feet.

I, Ryan Marlow, utilize a fresh fully charged smart battery with each flight as a safety precaution; full flight time limit for each battery is eighteen ( 18) to twenty (20) minutes as tested . I do not operate my UAS at or below manufacture recommend minimum charge levels for operation or exceed temperature ratings of 0*F

as per manufactures request; preferring to remain well within a safe operating range to insure adequate communication betwe en radio control and UAS to eliminate potential for crash, loss of

control or hazard. Reserve batteries are at hand with each exercise to insure replacement for sufficient safe level of operation. I do not believe in taking risk that may cause a crash

that could create hazard to the public/property/manned aircraft,

and have no desire to lose an investment. I have clocked

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## numerous practice flights in remote areas as a hobbyist simulating flights for future commercial use to gain familiarization

with the cha racteristics of this specific UAS's performance under different temperature and weather conditions. I also practice computerized simulated flights to maintain adequate skills and response reflex time.

I, Ryan Marlow, am extremely cautious when operating o f my UAS/ultra light weight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my UAS it falls well within Congress’s contemplated safety zone w hen it promulgated the Reform Act and the corresponding directive to integrate UAS's into the national airspace system. Ryan Marlow’s UAS, used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security.

IV. How Ryan Marlow Request Will Benefit the Public As A

Whole:

Aerial videography for geographical awareness and for real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters. For small budget pr oduction companies and average homeowners the expense of such aerial videography is cost prohibitive. Only large companies and high end film companies can afford to absorb such expense. Which is where the option of less expensive unmanned systems becomes

a ffordable to anyone. Manned aircraft pose a threat to the public through potential catastrophic crashes that Alaska has come to expect every year. Anchorage area is a very busy airspace, which is why I am pursuing a 333 Exemption to lead the way

for other businesses and or enthusiast. My main goal is to prove to public that my UAS can be used in Fire, Police or

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## natural disaster relief. My, Ryan Marlow's, UAS pose no such threat since size and lack of combustible fuel alleviates any potential threat to the public.

Congress has already proclaimed that it is in the public’s interest to integrate commercially flown UAS's into the national airspace system, hence the passing of the Reform Act. Granting my, Ryan Marlow’s, exemption request furthers the public inte rest through academic/visual awareness of the geographical benefits in and around the Anchorage area. My ultra light weight UAS is battery powered and creates no emissions that can harm the environment. The consequence of my ultra light weight UAS crashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible fuel and can cause catastrophic devastation to the public.

The public’s interest is furthered by minimizing ecological and crash threat by permitting aeria l video/photo capture through my battery operated ultra light weight UAS's. Permitting me, Ryan Marlow, to immediately fly within national air space furthers economic growth. Granting my exemption request substantially furthers the economic impact for the Anchorage community for companies looking to relocate or build in the Anchorage area as well as individuals looking to relocate for career advancement through academic and geographical awareness. Both of which serve as a stimulus to the community.

V. Rea sons Why Ryan Marlow's Exemption Will Not Adversely Affect Safety Or How The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule:

My, Ryan Marlow’s, exemption will not adversely affect safety. Quite the contrary, for the reasons stated permitting me, Ryan

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## Marlow, to log more flight time in FAA controlled airspace, with communication with the FAA, will allow me to contribute to the innovation and implementation of new and novel, as of yet undiscovered safety protocols.

I, Ryan Marlow, su bmit the following representations of enhancements to current aerial videography , phot o graphy and aerial surveying aspects :

• My UAS weighs less than 5 pounds complete with a small ultra light weight hig h quality DJI Zenmuse H3 camera.

• I only operate my UAS below 200 feet (well within the 400 foot permissible ceiling set by the FAA Modern ization and
Reform Act of 2012

. )

• My UAS only operat es for 12

- 17 minutes per flight

.

• I land my UAS prior to manufacturer recommended minimum level of battery power

.

• I pilot my UAS through remote control only by line of sight

.

• My UAS has GPS a flight safety feature whereby it hovers and then slowly lands if communication with t he remote control pilot is lost

.

• I actively analyze flight data and other sources of information to constantly update and en hance safety protocols

.

• I only operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, airpor ts and actively populated areas

.

• I conduct extensive pre

- f light inspections and protocol, during which sa f ety carries primary importance.

• I always obt ain all necessary perm issions prior to operation

.

• I have procedures in place to abort flights in the event of safety breaches or potential danger.

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## My, Ryan Marlow’s, safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial UAS into our national airspace system, helicopters are the primary means of aerial

video a nd photography for community awareness and real estate. While the safety record of such helicopters is remarkable; it is far safer to operate a battery powered ultra light weight UAS.

• First, the potential loss of life is diminished because UAS's

carry no p eople on board and I only operates my UAS in specific areas away from mass populations.

• Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished.

• Third, the small size and extreme maneuverability of my UAS allow me to remotely pilot away from and avoid hazards quickly and safely.

• Lastly, given its small size and weight, even when close enough to capture amazing images, my UAS need not be so

close to the objects they are focused on through the technology and use of post editing software allowing pan

and zoom.

A ccordingly, my UAS has been experimentally operated for familiarization/competency and will continue to operate at and above current safety lev els.

VI. A Summary The FAA May Publish in the Federal Register:

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates,

Manuals and The Like.

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of ne cessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of my, Ryan Marlow’s, UAS permits exemption from Part 21 because my

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## UAS meets (and exceeds) an equivalent level of safety pursuant to Secti on 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from t he airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My, Ryan Marlow’s, current and projected UAS's meet or exceed each of the elements.

14 C.F. R. 91.7(a) prohibits the operation of an aircraft without

an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this Regulation is inapplicable.

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight ma nual in the aircraft. As there are no on board pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a

s afety/flight manual delineating areas of where safety can be

defined. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C.F.R. § 91.1 21 regarding altimeter settings is inapplicable insofar as my UAS utilizes electronic global positioning systems

with a barometric sensor.

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations. They are inapplicable for the same reasons described above. The equivalent level of safety will be achieved by maintaining any such required certifications and registrations by me, Ryan Marlow.

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

### B. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC.

P ur suant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are

limited to non

- commercial operations. I, Ryan Marlow, can achieve an equivalent level of safety as achieved by current Regulations because my UAS does not carry any pilots or passengers. Further, w hile helpful, a pilot license will not ensure remote control piloting skills. The risks attended to the operation of my UAS is far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing me, Ryan M arlow, to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b).

C. 14 C.F.R. 91.119: Minimum Safe Altitudes.

1 4 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude greater than 200 AGL; safely below the standard of 400 AGL. I, Ryan Marlow, will however operate my UAS in safe areas away from public and traffic, providing a l evel of safety at least equivalent to or below those in relation to minimum safe altitudes. Given the size, weight, maneuverability and speed of my UAS, an equivalent or higher level of safety will be achieved.

D. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2 ); 417(a) & (b): Maintenance Inspections.

The above

- cited Regulations require, amongst other things, aircraft owners and operators to “have [the] aircraft inspected as prescribed in subp art 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. . . .”

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

### These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply to my, Ryan Marlow's, UAS. However, as a safety precaution I inspect my UAS before and after each flight.



## A Summary The FAA May Publish in the Feder al Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of necessary

airworthiness certificates in relation to FA R § 91.203(a)(1). The size, weight and enclosed operational area of my UAS permits exemption from Part 21 because my, Ryan Marlow’s, UAS meets an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the

w eight, size, speed, maneuverability and proximity to areas such as airports and dense populations. My UAS meets or exceeds each of the elements. 14 C.F.R. 91.7(a) prohibits the operation of

an aircraft without an airworthiness certificate. As no such

certi ficate will be applicable in the form contemplated by the FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no pilots or passengers, and given the size of the UAS's, this Regula tion is inapplicable. An equivalent level of safety will be achieved by maintaining a manual. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software updates and curative measures for any damaged hardware. Therefore, an equivalent level of safety will be achieved.

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## In summary, Ryan Marlow seeks an exemption from the following Regulations:

14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 1 4 C.F.R. §§ 61.113 (a) & (b); 14 C.F.R. § 91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 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) and (b); 14 C.F.R. § 91.405 (a); 14 C.F.R. § 91.40 7 (a)(1); 14 C.F.R. § 91.409 (a)(2); 14 C.F.R. § 91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my, Ryan Marlow’s, small unmanned vehicle/lightweight unmanned aircraft vehicle in community awareness and real estate operations, and to develop economic platforms for real estate to enhance the experience of those seeking to relocate to the Anchorage area. Currently, area awareness and real estate aerial videography/photography relies primarily on the use of larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my, Ryan Marlow’s, request for exemption will reduce current risk levels and thereby enhance safety. My UAS craft does not contain potentially explosive fuel, is smaller , lighter and more maneuverable than conventional real estate video and photographic aircraft with much less flight time. Further, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and

from established airfields . I, Ryan Marlow, have been informally analyzing flight information and will compile safety protocols and the implementation of a flight operations manual for usage that exceeds currently accepted means and methods for safe flight.

Formal collection of information shared with the FAA will enhance the FAA's internal efforts to establish protocols for complying with

the FAA Modernization and Reform Act of 2012. There are no personnel on board my, Ryan Marlow’s, UAS and therefore the

likelihood of death or serious bodily injury is significantly diminished. My, Ryan Marlow’s, operation of my UAS, weighing

### Alaska Aerial Media, Anchorage AK

- Section 333 Exemption

Petition

Alaska Aerial Media, Anchorage AK

- Section 333 Exemption Petition 

## less than 5 pounds and traveling at lower speeds within limited areas will provide an equivalent level of safety as that achieved

under current FARs. Acc ordingly I, Ryan Marlow, respectfully request that the FAA grant my exemption request and am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the general public at large.

Respectfully

,

Ryan Marlow

, Owner / Manager Alaska Aerial Media, LLC 7960 Upper O'Malley Road Anchorage, AK 99507