February gth, 2016 

U.S. Department of Transportation 

Docket Operations 

West Building Ground Floor, Room W12-140 

1200 New Jersey Ave., SE 

Washington, DC 20590 

i' "'"i 

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

Aviation Regulations 

Dear Madam or Sir, 

Pursuant to Section 333 ofthe FAA Modernization and Reform Act of2012 (the "Reform Act") 

and 14 C.F.R. Part 11, Oldcastle Materials Group Northeast, Inc. (OMG) an operator of the eBee 

Unmanned Aircraft System ("eBee") seeks an exemption from the Federal Aviation Regulations 

("F ARs") listed below: 

• 14 C.F.R. 21 

• 14 C.F.R. 61.133(a) (b) 

• 14 C.F.R. 91.7(b) 

• 14 C.F.R. 91.119 

• 14 C.P.R. 91.15l(a) 

• 14 CPR Subpart E (91.401 - 91.417) 

The requested exemption would authorize commercial operations using the eBee for mapping, 

training, agricultural and survey applications. These operations will be subject to strict operating 

requirements defined in the eBee user manual (OMG requests the FAA treat the eBee training 

program as proprietary under 14 C.F.R. 11.35(b) and does not include this document in the public 

docket and conditions defined in the paragraph 3. 

OMG Northeast, Inc. (Oldcastle Materials Group Northeast) is the Northeast region of Oldcastle 

Materials, Inc., the leading vertically integrated supplier of aggregates, asphalt, ready mixed 

concrete, and construction and paving services in the United States with 1 ,200 locations 

nationwide. As an operating company of Oldcastle Materials, we maintain a local identity which 

allows us to gain market position while also utilizing the technology, best practices, talent pool, 

purchasing power, and financial resources of a large organization. An asphalt, aggregate, and 

ready mixed concrete supplier, OMG Midwest is comprised of companies which operate 

throughout Connecticut, Maine, New Hampshire, Vermont, New Jersey, New York, Rhode Island 

and Massachussetts. 
..  

1. CHARACTERISTICS OF THE AIRCRAFT 

'' ' 

The eBee is a small (37.8 inches wingspan) and ultra-light (maximum take-off weight of 1.7 

pounds) platform made of flexible foam that performs pre-programmed precision aerial mapping 

missions thanks to the on-board GPS and the related flight management software (eMotion) that 

allows the operator to plan safely and efficiently a mission in 3D, and then monitor it in real-time. 

Thanks to the embedded camera, protected by a foam envelope, the eBee takes a collection of 

high-definition still images that are used later to generate maps and contour lines of the surveyed 

area. · 

The four main. ,characteristics of the eBee are: . 

a. Very light weight 

The eBee is so lightthat the operator can launch it by hand' and let it land on almost any surface 

without requiring a parachute or landing net (belly land). Its low impact energy (38 Jill. case of a 

controlled emergency landing) also significantly reduces the risk of hazardous situations. Finally, 

the wings of the eBee are detachable and made of flexible foam with no sharp or hard edges and 

almost no internal strengthening structure. · · · · · 

b. Electric-powered 

The eBee is electric powered. A brushless engine technology makes it silent and reliable. The 

propeller is attached with a rubber band to the body of the plane so that it can easily flex away in 

case of contact with any object. · · · 1 

· 

c. Semi-automatic flight 

The artificial intelligence incorporated within the eBee autopilot system continuously analyzes 

data from the Inertial Measurement Unit and from the onboard GPS and takes care of all the 

aspects of the flight under the supervision of the operator. 

d. Option for Manual control 

Additionally, the eBee provides an override capability that allows the operator to take manual 

actions during the flight (Go to Home, Go Land, Hold and Resume the mission) and also suspend 

automated operations and take manual control of the aircraft should it become necessary to 

respond emergent circumstances, thanks to the remote controller provided with the system. 

2. APPLICATIONS 

The eBee will be responsible for surveying, computing and reporting volumetric quantities of raw 

material inventory and excavation material import or removal. The primary function of the 

surveying will be for inventorying the available material that has been excavated from site for 

resource estimation. OMG manages multiple quarries and facilities for each; OMG will be 

responsible for surveying + 100 sites in the. Northeast with the majority located in Maine, New 

Hampshire and Vermont. Internal surveying equipment will consist of one Sony WX camera with 

an approximate 18.2 megapixel resolution with x10 zoom capability . 
3. APPLJCABLE LEGAL STANDARD UNDER SECTION 333 

a. Airworthiness assessment of the eBee " \•! 

OMG notes ·that the airworthiness h(the eBee has already been demonstrated for different 

projects in the United Stat~s, involving staie/:fe.deral, agencies. or universities (among. others the 

New Mexico State University: https~//newscenter.Iliiisu.edul Articles/view/1 0208/nmsu-uas-flighttest-center-conducts-ebee-airworthiness-assessment, and the USACE New Orleans, who 

coordinated with the Department of Army and the FAA to obtain all authorizations required in 

order to operate the eBee UAS). Moreover the eBee already received 15 Exemptions from the 

FAA. 

SenseFly also obtained flight approvals for the eBee (delivered by national civil aviation 

authorities) in many countries, ~morig others: ·, 

• Switzerland (flight approval for VLOS operations) 

• Canada (flight approval for VLOS operations) 

• Australia (flight approval for VLOS operations) 

• France (flight approval for Extended-VLOS operations) 

• Germany (flight approval for VLOS operations) 

• United Kingdom (flight approval for VLOS operations) 

• Nqrway (flight approval for VLOS operations) · 

• Sweden (flight approval for VLOS operations) 

• Denmark (flight approval for VLOS operations) 

b. Operating requirements 

Grant of the exemption to · OMG ·for the eBee will be subject to the following operating 

conditions: 

• 1. Operations authorized by this grant of exemption are limited to the SenseFly eBee when 

weighing less than 55 pounds inclU;ding piayload. Prop9sed operations of any other aircraft 

will require a new petition or a petition to·arp.end 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 greater than the maXimum U A 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 line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 
corrective lenses, as specified on the PIC's FAA-issued airman medical certificate 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) ofthe 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 must be able to communicate verbally at all times; electronic messaging or texting is 

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

cannot transfer his or her designation for the duration of the flight. The PIC must ensure 

that the VOcan perform the duties required of the VQ,. 

• 7. This exemption and all documents needed to ~perate' the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the. operating documents. The operating 

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

· Administrator' upon request. If a discrepancy· exists between;the conditions and limitations 

in this exemption and the procedures outlined in the operating documents, tne·.c,opditions 

and limitations herein take precedence and must be followed. Otherwise, the. operator 

must follow the procedures as out.lined in its operating documents. The operator may 

update or revise its operating documents. It is the operator's responsibilitY to track such 

revisions and present updated and revised d99uments to the Administrator or any law 

enforcement official upon request. The ,operator must also present updated find 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. The FAA'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. replacement 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 fo'r all 

potential discrepancies, e.g. inoperable components, items, or equipment. If the inspection 

reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited 

from operating until the necessary maintenance has been performed and the UAS is found 

to be in a condition for safe flight. 

• 11. The operator must follow the UAS manufacturer'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 PIC 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 

Colombia, Puerto Rico, a territory,a.possession, or the Federal government. The PIC must 

also meet the flight review reqttiremerit,s ;specified in 14 CFR § 61.56 in an aircraft in 

which the PIC is rated on his other pilot 'certificate. . ' ; ; ., :- ' ' 

• 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 distiui.c~s 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 

(training, proficiency, and e:xperfence-building) and determining the PIC's ability to safely 

operate the UAS ina 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 training, proficiency, 

.and · experience-building flights, .all persons )lOt 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 urider visual ·meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) aie not authorized. . · 

• 16. The U A may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facilhy Directory (AFD) or for airports not denoted 

with an ARP, the center of the airport symbol as denoted on the current FAA- published 

a~ronautical 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 

enforcement 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 communication's ot'loses its GPS signal, the UA must return to a predetermined location within the privGJ,t~ or controlled-access property. 

• 19. The PIC must aport 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 Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted 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 terms of the attached COA. 
• 22. All aircr~ft oper~ted in accordan~e with this exemption must be identified by serial 

number, registered m accordance wtth 14 CPR part 47, and have identification (NNumber) 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 arid 91.203 must be available to the PIC at 

the Ground Control Station of the UAS any 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 protect 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 within 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 the PIC has made a safety assessment of the risk of 

operating closer to those objects and determined that it does not present an undue hazard; 

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 controlled-access property with 

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

from property owner/controller or authorized representative will be obtained 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 defmed by the applicable COA must be reported to 

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

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

NTSB Web site: www.ntsb.gov. 
............ ~.~----------~ 

3. CONCLUSION. ; ' 

The operation of Oldcastle Materials Group Northeast, Inc. using a small UAS, weighing less 

than 2 lbs., conducted under the proposed restrictions outlined above, will provide an increased 

level of safety and improved accuracy for calculating volumes of materials supporting the grant of 

the exemptions requested herein .. 

If I can be of any assistance to furth~r expedite this petition, please do not hesitate tp contact me at 

(207) 458-2016 or at my email sgould@pikeindustries.com. 

Yours sincerely, 

-tt?.r# ,t}! · ~u?i!/ 

-A~Jl14~ Scott D. Gould 

Operator ~am~ and Address: 

Scott D. Gould 

c\o Pike Industries, Inc. 

95 Western Ave. 

Fairfield, Maine, 04937 

Phone: 1-207-453-9357 

Cell: 1-207-240-4618 

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ANNEX A: EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY 

SHOWINGS UNDER APPLICABLE RULES SUBJECT TO EXEMPTION 

OMG requests an exemption from the following regulations as well as any additional regulations 

that may technically apply to the operation of the eBee: · 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 

14 CFR § 91.203(a)(1) 

Section 91.203 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). Given the size of the eBee, its very 

light weight (the maximum take-off weight is 1.7 pounds) and the limited operating area 

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

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

Such an exemption meets the requirements of an equivalent level of safety ] ..mder 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 UAS involved. An analysis of these different criteria demonstrates that the 

eBee operated without an airworthiness certificate, under the conditions proposed in that 

exemption, will be at least as safe, or safer, than a conventional aircraft with an airworthiness 

certificate. A proprietary risk assessment for operations with the eBee, which demonstrates that 

assertion, is also being submitted to the FAA as part of this application. OMG requests the FAA 

treat the eBee risk assessment as proprietary under 14 C.P.R. 11.35(b) and not include this 

document in the public docket. · · · . · . ·. ; ; .· · · 

14 C.F.R. § 61.3: Requirements for certificates, ratings and .authorizations 

14 C.F.R. § 61.113(a) & (b); 61.13J(a): Private Pilot Privileges and Limitations; Pilot in 

CommaiJ,d; Commercial Pilot Privileges and Limitations ·. 

The regulation provides that no pedoil may serve as a required pilot flight crewmember of a civil 

aircraft of the United States, unless that person:. . ' 

(1) Has a pilot certificate or special purpose pilot authorization issued under this part in that 

person's physical possession or readily accessible in the aircraft when exercising the privileges of 

that pilot certificate or authorization. However, when the aircraft is operated within a foreign 

country, a pilot license issued by that country J11ay be used. 

The regulation provides also that no person that holds a private pilot certificate may act as pilot in 

command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as 

pilot in command of an aircraft in connection with any business or employment if: 

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

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

Given the safety features of the eBee and the fact that the missions are pre-programmed· and 

monitored in real-time with a specific flight management software (eMotion), SenseFly proposes 

that operators of the eBee should not be required to hold a commercial pilot certification. Instead, 

operators should be required to: 
-------------------.. { 

Have a sport or recreational pilot license (at least) and have successfully passed a manufacturer's 

training program for the eBee. 

14 C.F.R.'·§ 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 the eBee without 

an airworthiness certificate, no standard will exist for airworthiness of the eBee. Given the size of 

the aircraft and the previous airworthiness assessments given to the eBee, among others: 

' ' \ ' ' . 

• New Mexico State University: https://newscenter.nmsu.edul Articles/view/! 0208/nmsuuas-flight-test-center-conducts-ebee-airworthiness-assessment 

• USACE New Orleans, who coordinated with the Department of Army and the FAA to 

obtain all authorizations required in order to operate the eBee UAS for levee system 

monitoring, documentation of .construction progress, and extensive oblique photography 

ofUSACE structures & activities ' ' 

An equivalent level of safety will be achieved by insuring compliance with the SenseFly manuals 

prior to each flight. ' 

14 CFR § 91.119: Minimum Safe Altitudes 

The regulation provides that over sparsely populateci areas the aircraft cannot be operated closer 

than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a 

maximum of 400 feet AGL, the eBee cannot comply with this requirement. 

The equivalent level of safety will be achieved because the 'eBee will only fly over private 

property with the permission of the landowner. The operator will define before every flight a 

working area radius and a flight area ceiling, preventing the eBee to go beyond the flight area. 

The landowner and the persons who may be on the ground in the flight area will be briefed of the 

expected route of flight and the associated risks to persons ruid property on the ground. Due to the 

small size of the eBee and the material with which the eBee is built, the hazard to persons, 

vessels, vehicles, and structures is not comparable to manned aircraft and should be considered in 

granting the exemption. · · · · 

. ' ' . 

Moreover, the' aircraft will not be operated over congested· areas nor over any open-air assembly 

of persons. The aircraft will be operated at an altitude allowing, if a power unit fails, an 

emergency landing without undue hazard to persons or propert-y on the surface: 

' 

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions 

The regulation provides that no person may begin a flight in an airplane under day-VFR 

conditions unless there is enough fuel to fly to the first point of intended landing and to fly after 

that for at least 30 minutes. 

Given the area of operation for the eBee, OMG believes that an equivalent level of safety· is 

already achieved with the specific procedure preventing the eBee to accept a take-off order is the 

battery level is below a given value. Moreover, SenseFly has integrated "low" and "critical" 

b.attery level warnings and implemented a "return to Home" (and "Go Land") actions in these 

situatiOns. 
14 CFR Subpart E (91.401 - 91.417) - Maintenance, Preventive Maintenance, and 

Alterations 

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an 

airworthy condition, including compliance with Parts 39 and 43. Paragraphs 91.407 and 91.409 

require that the aircraft be "approved for return to service by a person authorized under 43.7" after 

maintenance and inspection. Section 91.409(a)(2) requires an annual inspection for the issuance 

of an airworthiness 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. 

OMG proposes that the maintenance of the eBee will be accomplished by the owner/operator 

according to the maintenance manual, provided by SenseFly. OMG requests the FAA treat the 

eBee training program as proprietary under 14 C.F.R. 11.35(b) and not include this document in 

the public docket. 

An equivalent level of safety will be achieved because the eBee is small in size, it is not a 

complex mechanical device, it will carry no external payload, and it will operate only in restricted 

predetermined areas. 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. Finally, before every flight, the eBee runs automatically a sequence of pre-flight tests to 

make sure that every sensor and every critical part is running properly. If a problem is detected, 

the eBee will not be able to be switched-on and a message error is displayed on the main screen of 

the flight management software. The operator can then refer to the maintenance manual to 

troubleshoot this issue. Several parts of the eBee are easily interchangeable (propellers, wings), 

which allows the operator to make sure the wings and propulsion system are always airworthy 

when a mission is initiated.