September 4

, 2014

U. S

. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590

Re: Exemption Request Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization an d Reform Act of 2012 (the “ Reform Act”), J e f f r e y J . W als h , a Certified Photogrammetrist (the “Applicant ”)

, planned operator of Small Unmanned Aircraft Systems (“sUAS”) seeks an exemption from Federal Aviation Regulations (“FARs” ) listed below and discussed in Appendix A. Attached, as Appendix C, is a summary of this request.

The requested exemption would allow the Applicant t o safely, efficiently, and economically use commerc ial sUAS in the National Airspace System (NAS), so long as s uch operations are conducted within and under the
conditions outlined herein or as may be established by the FAA as required by Section 333.

As described more fully below

, the requested exemption would authorize the Applica nt to perform commercial operations with sUAS that will provide the followin g benefits :

1. Commercial use of sUAS to perform aerial acquisi tion and research in support of government entities

, agriculture industry, utility companies, local infr astructure, scientific studies, wildlife monitoring , mining, surveying, forestry, and much more. All of which a re critical to the well-being of the general public

. 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 of sUAS will substantially reduce the risk to life and property in the air, and on the gr ound, which is commonly associated with traditional manned airc raft flight operations. 4. Similar to the current manned aircraft flight op erations that have been conducted for many decades, sUAS used for similar tasks will not generate any new pr ivacy issues.

Approval of this exemption would thereby enhance sa fety and fulfill the Secretary of Transportation ’s ( the FAA Administrator'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 system."

The name and address of the applicant are:

Attn: Jeffrey J. Walsh
Ph: 612-581-1257
Email: wals0241@umn.edu
Address: 6778 Pine Crest Trail South Cottage Grove, MN, 55016

The regulations from which the exemption is request ed 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) & (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)

Appendix A discusses each rule listed above and exp lains why exemptions pursuant to the proposal set forth in this letter are appropriate, provide an eq uivalent level of safety, and are in the public int erest.QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THE REFORM ACT

The proposed operations in this petition for exempt ion qualify for expedited approval under Section 333 of the Reform Act. Each of the statutory criter ia and other potentially relevant factors are
satisfied.

The proposed operations would permit the use of sma ll and relatively inexpensive UAS under controlled conditions in airspace that is: (1) limi ted; (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 rotorcraft an d fixed wing aircraft, each weighing 15 lbs. or fewer including payload. They would oper ate

, under normal conditions

, at a speed
of no more than 50 knots

. The principal construction material of the sUAS air craft would typically be foam and/or plastic

. Operations will be performed by a qualified sUAS Pi lot 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 si ze of the sUAS involved and
th e pre-planned environment within which they will ope rate, 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 th e 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 opera tor, or its employees, acting as sUAS PIC agrees to be bound when conducting commercial opera tions under an FAA issued exemption:

1. Safety will be the first and foremost considerat ion in any sUAS operation.
2. The sUAS pilot will have, at a minimum, a third cla ss medical certificate and completed FAA private ground instruction and passed the FAA p rivate pilot written examination or FAA recognized equivalent.
3. The sUAS pilot will be considered Pilot in Command (PIC), whether flying or supervising, and will be responsible for safe opera tion of the flight.
4. Flights will be operated within line of sight of th e PIC and/or an observer.
5. The sUAS will weigh less than 15 lbs. total.
6. Flights will be operated in Class G airspace whenev er possible

. If operation in other airspace is required

, the relevant controlling agency will be notified at least 24 hours prior to the operation and, if required, any necess ary permission obtained.
7. Flights will be operated under visibility and cloud clearance requirements equivalent to Visual Flight Rules ( VFR )

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

. 9. Minimum crew for each operation will consist of the sUAS PIC

. An observer will be utilized if the sUAS will be flown beyond line of s ight of the PIC. The observer and PIC will at all times be able to communicate by voice a nd/or text.
10. Prior to a sUAS flight

, an area of operation will be established. This are a of operation
will i nclude a defined lateral and vertical area

, where the sUAS will operate. Safety procedures will be established for persons, propert y and applicable airspace within the
area of operation

. 11. The sUAS shall operate from on -site takoff/landing locations directly next to the PIC and/or
Observer.
12. Flight planning will include flight completion with at least 20% battery power remaining as measured by the sUAS or appropriate timing

. 13. The sUAS will be equipped with an autopilot system which will be equivalent to or better than a Pixhawk, Mikrokopter, WooKong, Sensefly, or Gatewing system. For example, the
sUAS will utilize GPS navigation

, failsafe’s

, return-to-home (RTH), and flight abort safetyfeatures, among other built-in safety features

. 14. A Ground Station will be connected, by radio commun ication, 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

. 15. A briefing will be conducted in regard to the plann ed 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

. 16. All required permissions and permits will be obtain ed from appropriate stat e

, county or city jurisdictions

, including local law enforcement

, fire

, or other appropriate governmental agencies

. 17. Written

, to include electronic

, and/or oral permission from the relevant property owners will be obtained prior to an operation.
18. The sUAS pilot will be trained i n advance for the safe operation of the sUAS to be operated

. Th i s will include operation of the sUAS both in normal and emergency modes of operation

, and will include familiarization with the operation manual (or
sim i lar) if published by the sUAS manufacturer. Training w ill 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 en vironment, 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 i ssue

an exemption to permit safe

, legal

, commercial sUAS operation by the applicant as soon as possible.

Respectfully submitted,

Jeffrey J. Walsh, Certified Photogrammetrist
Address: 6778 Pine Crest Trail South Cottage Grove, MN, 55016
612-581-1257Appendix 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 t o the operation of sUAS’s :

14 CFR Part 21, Subpart H: Airworthiness Certificat es 14 CFR § 91.203(a)(1) Section 91.203(a)(1) requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H, entitled Airworthiness Certificates, establishes th e procedural requirements for the
issuance of airworthiness certificates as required by FAR § 91. 203(a)(1). Given the size of the aircraft (less than 15 lbs.) and the limited operating area associated with its util ization, it is unnecessary to go through the certificate of airworthiness process under Part 21 Subpart H to achieve or exceed current safety levels.

Such an exemption meets the requirements of an equi valent 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 pr oximity to airports and populated areas of the sUAS involved.

In this case, an analysis of these criteria demonst rates that the sUAS operated without an airworthiness certificate, under the conditions pro posed herein, will be at least as safe, or safer,

than a conventional aircraft (fixed wing or rotorcraft) wi th an airworthiness certificate. The
sUAS weighs less than 15 lbs. fully loaded. It will not carry a pilot or pa ssenger, will not carry flammable fuel, and will operate exclusively within an area pre-disclosed and in com pliance
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 advan ce notice of all operations through the filing of NOTAMs. Receipt of the prior permission o f the land owner, the size of the aircraft, the lack of flammable fuel, and the fact that the a ircraft 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 suc h operations being conducted with conventional aircraft that would be orders-of-magni tude 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 th at aircraft marks consisting of the Roman capital letter “N” (denoting United States re gistration) 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 lette r “N” and the registration
number is displayed on limited, restricted or light-sport cat egory 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,” “experiment al,” or “provisional,” as applicable.

Regulation 91.9(c) provides:

No person may operate a U.S.-registered civil aircr aft 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 letter ing will be impossible. Official marking systems for sUAS have not yet been established for operations insid e the NAS. The applicant is prepared to mark the sUAS with the name of the o rganization 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, 10167A and 10700.

14 CFR § 61.113(a) & (b); 61.133(a): Private Pilot Privileges 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 sU AS 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 aircra ft for compensation or hire. The applicant respectfully proposes that operator requirements should take int o account the
characteristics of the particular sUAS. Most sUAS autopilot’s have a high degree of pre-programmed control and various built-in technical capabilities that strictly limit the potential for operation outside of the operating conditions s et forth in the exemption application. Hands-on experience with the sUAS are a far more effective g uarantee of flight safety than a commercial pilot certificate would be, until the FAA Pilot Cer tificate requirements catch up to the sUAS technology.

The sUAS autopilots have an all-digital software pl atform with advanced features previously
restricted to full size unmanned aircraft. Automated features and adva nced fly-safe controls enable safe, reliable operation, as well as advanced networking capabilit ies and system extensibility.

● The system can autonomously fly a programmed flig ht 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 li mits are reached.

Flight safety is a priority, no matter the operating environment or project. sUAS offer superior safety over manned aircraft by removing th e need for people to be onboard in potentially dangerous situations. With multiple built-in safety features, sUAS platforms lead 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 pre-flight 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 th e pre-planned flight area ● The sUAS have battery minutes and flight time dis played at all times. The system will return home and land automatically if user-configur able 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 Warn ing 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 successfully completed, at a minimum, FAA pr ivate pilot ground instruction and passed the FAA Private Pilot written examination or FAA-re cognized equivalents including ICAO issued commercial, private license and ground school; operators will therefore receive instruction in aeronautical navig ation, meteorology, and aviation regulations prior to conducting commercial sUAS ope rations. ● have completed a training program for operation o f the sUAS, if available. ● have completed 15 hours (or 150 flights) of train ing on the sUAS and/or simulator before commencing commercial operations.

The applicant notes that the FAA has found that saf ety factors permitted operation of sUASs by operators with these qualifications in the case of operations pursuant to public COAs
where the mandatory operating conditions specified above are present. See Federal Aviation Administration, Notice N-8900.227 , Unmanned Aircraft Systems (UAS) Operational Appro val, 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 equival ent level of safety will be provided by allowing operation of the sUAS without a private pilot’s cer tificate or a commercial pilot’s certificate, under the conditions set forth herein.

The risks associated with the operation of t he sUAS (given its size, speed, operational capabilities, and lack of combustible fuel) are s o diminished from the level of
risk associated with private pilot operations or commercial operations c ontemplated by Part
61 with conventional aircraft (fixed wing or rotorcraft), that allowing operation s 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 f or airworthiness of the sUAS. Given the size
of the sUAS and the previous COAs issued for similar s UAS, an equivalent level of safety will be achieved by ensuring compliance with the given s UAS manuals and use of safety checklists prior to each flight.

14 CFR § 91.9(b)(2): Civil Aircraft Flight Manual i n the Aircraft. The regulation provides:

No person may operate a U.S.-registered civil aircr aft

O
(2) For which an Airplane or Rotorcraft Flight Manu al 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 pla ce to carry such a flight manual on the aircraft, not only because there is no pilot on boa rd, 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 r egulation: Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 328 27, and 10700.14 CFR § 91.103: Preflight action

This regulation requires each pilot in command to t ake certain actions before flight to insure the safety of flight. As FAA approved rotorcraft flight manual s will not be provided for the aircraft an exemption will be needed. An equivalent level of safety will be p rovided by following a comprehensive preflight checklist. The PIC will ta ke all actions including reviewing weather, flight battery requirements, landing and takeo ff 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 operat e a civil aircraft (except a manned free balloon) that is being used for flight instruction unless th at aircraft has fully functioning dual
controls.

The sUAS are remotely piloted aircraft and by desig n, 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 man ually controlled through pointand-click navigation or preprogrammed as way points into the auto pilot before or during flight and only in unusual circumstances will the pilot in put control functions to alter the pre-programmed flight. Given the size and speed of the sUAS, an e quivalent level of safe training can still be performed without dual controls becaus e 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 exemption s for flight training without fully functional dual controls for a number of aircraft and for flig ht instruction in experimental aircraft. See Exemption Nos. 5778K & 9862A.

14 CFR § 91.119: Minimum Safe Altitudes Section 91.119 establishes safe altitudes for opera tion of civil aircraft. Specifically, 91.119(c)
limits aircraft flying over areas other than congested are as 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, mapping and inspection work must be accomplished at relatively low
altitudes and at altitudes less than 500 feet AGL, an exempti on from Section 91.119(c) is
needed.

The equivalent level of safety will be achieved giv en the size, weight, speed, and material
with which sUAS are built. Also, no flight will be taken witho ut 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 15 lbs. and carrying flammab le fuel, any risk associated with these operations will be far less than those currently allowed with conventional aircraft operating at or below 50 0 feet AGL. Indeed, the low-altitude operations of the sUAS will maintain separation bet ween these sUAS operations and the operations of conventional aircraft that must compl y with Section 91.119.

14 CFR § 91.121: Altimeter Settings Section 91.121 requires a person operating an aircr aft to maintain cruising altitude or flight level by reference to an altimeter that is set to the ele vation of the departure airport or barometric pressure. Some sUAS have a barometric pressure sen sor, 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 kn own elevation.

The equivalent level of safety will be achieved by the PIC confirming the elevation or altitude ofthe launch site. The altitude of the sUAS will als o be displayed via telemetry on the Ground

Station and will be constantly monitored by the PIC during the entire flight operation.

14 CFR § 91.151(a): Fuel Requirements for Flight in VFR Conditions This regulation prohibits an individual from begi nning “a flight in an airplane under VFR
conditions unless (considering wind and forecast weather condi tions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising spee d – (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 p owered flight times. An exemption from § 14 CFR 91.151 is therefore required

.

The applicant believes that an exemption from 14 CF R § 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 91.151(a)). Operati ng 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 adequat e to return the sUAS to its planned landing zone from anywhere in its operating area.

The FAA has granted similar exemptions to others, i ncluding Exemptions 2689F, 5745,
10673 and 10808.

14 CFR § 91.203 (a) & (b): Carrying Civil Aircraft Certification and Registration This regulation provides as follows:

(a) O no person may operate a civil aircraft unless it has O an appropriate
and current airworthiness certificate. (b) No person may operate a civil aircraft unless t he airworthiness certificate required by paragraph (a) of this section or a special flight a uthorization 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 lbs. As s uch, there is no ability or place to carry certification and registration documents or to disp lay them on the sUAS. In addition, there is no pilot on board the aircraft.

An equivalent level of safety will be achieved by k eeping 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 sam ple of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 9797, 9797A, 9816A, and
10700.

14 CFR § 91.405(a); 407(a)(1); 409(a)(2); 417(a): M aintenance Inspections Section 91.405(a) requires that an aircraft operato r or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall b etween required inspections, except as provided in paragraph (c) of this section, have dis crepancies 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 worthinesscertificate. Section 91.417(a) requires the owner or operator to keep records showing certain

maintenance work that has been accomplished by cert ificated mechanics, under Part 43, or licensed pilots and records of approval of the airc raft 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 canno t be done by the system will be performed by a qualified person prior to each flight and at predefin ed intervals as part of a
maintenance schedule

.

Pre-flight checklist includes: 1.Visual inspection of the airframe 2.Visual inspections of rotor integrity 3.Check charge of all batteries (aerial vehicle, co mmand station, radio repeater station)

An equivalent level of safety will be achieved beca use the sUAS is small in size, will carry no external payload, will operate only in restricted p redetermined areas and is not a complex mechanical devise. The operator of aUAS will ensure that it is in working order prior to initiating flight, perform required maintenance, an d keep a log of any maintenance that is performed. Moreover, the operator is the person mos t familiar with the aircraft and is best suited to maintain the aircraft in an airworthy con dition and to ensure an equivalent level of safety.

If mechanical issues arise, the UAS can land immedi ately due to the pre-determined 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 per iods of time, create less risk than the same factor s associated with conventional fixed-wing aircraft an d rotorcraft performing the same operation.APPENDIX C

SUMMARY OF SECTION 333 EXEMPTION REQUEST

Jeffrey J. Walsh, a Certified Photogrammetrist hereby provides pursuant to Part 11 a summary of its exemption application to allow commercial operation of sUAS for aerial acquisition and research in support of government e ntities, agriculture industry, utility companies, local infrastructure, scientific studies, wildlife monitoring, mining, surveying, forestry, and much more. All 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).