DAVID N. AIKMAN, PRO-FLIGHTS, LLC- 774 MERION GREENE 

CHARLOTTESVILLE, VA 22901

DAVEOUTBK@GMAIL.COM

804-937-1550

OCTOBER 15, 2015 

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 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, David N. Aikman, 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, 

David N. Aikman, an owner and operator of small unmanned aircraft, be exempted 

from the Federal Aviation Regulations (“FARs”) listed below so that I, David N. 

Aikman, may operate my small ultra light weight unmanned aircraft system 

(“UAS”) commercially in airspace regulated by the Federal Aviation 

Administration (“FAA”). 

As described herein I, David N. Aikman, am a licensed private pilot certificate 

#3427347 Single Engine Land, DATE OF ISSUE- 1 JAN 2012. I have over 120 

logged solo hours in a Cessna 150,164,175 and several Piper Cherokee models. I 

am a member of AOPA and regularly research safety topics including case studies 

of aviation accidents specifically where PIC is liable to better enhance my personal 

awareness of human flight safety. I recently purchased a lightweight UAV made by 

3DR Robotics called the Solo 3DR which is equipped with quad-rotors, GPS 

stability, and the Solo uses a Pixhawk 2 autopilot running ArduPilot Copter 

software. ArduPilot is open-source flight control based on the MAVlink 

communication protocol. Pixhawk 2 runs an ARM Cortex-M4 STM32F427 

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processor with 2 MB of flash memory and 256 KB of RAM. Combined with an 

array of CAN, I2C, SPI, PWM, and UART interfaces, Pixhawk 2 uses a suite of 

onboard sensors to calculate Solo’s orientation and motion in flight. This data is 

input into ArduPilot’s inertial navigation and position estimation algorithms and 

combined with control inputs to send commands to Solo’s propulsion system.

I have flown this small UAV for 6 months without incident. Committed to safety 

with each flight. My, David N. Aikman'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 aerial videography/cinematography for commercial purposes. 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, 

David N. Aikman, will continue to strictly comply with safety and maintenance 

procedures included in all applicable UAS manufacturer’s instructions and 

operating manuals to avoid and prevent public hazard, as well as manned aircraft 

hazards/catastrophe. This will act to further safety protocols exclusive to 

lightweight UAS's specific to video and photography usage as I, David N. Aikman, 

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, David N. Aikman’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 

real estate/Realtor purposes. Further I, David N. Aikman, will conduct my 

operations in compliance with the protocols described herein or as otherwise 

established by the FAA. 

For the reasons stated below I, David N. Aikman, respectfully request the grant of 

an exemption allowing me to operate ultra light weight, remote controlled UAS’s 

for aerial videography/cinematography for commercial purposes. 

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I have attached the safety procedures for the operation of my UAS.

I. Contact Information: 

David N. Aikman

774 Merion Green Charlottesville, VA 22901- daveoutbk@gmail.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations From 

Which David N. Aikman Requests Exemption are: 

14 CFR 21;

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

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 David N. Aikman seeks and the Reason He Seeks Such 

Relief: 

I, David N. Aikman, submit this application in accordance with the Reform Act, 

112 P.L. 95 §§ 331-334, seeking relief from any currently applicable FARs 

operating to prevent me, David N. Aikman, contemplated commercial cinematic 

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 the public’s interest to do so. My, David N. 

Aikman’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 would 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 

administered uniformly to all commercial 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, David N. Aikman. My UAS utilizes four 

(4) counter-rotating propellers for balance, control and stability. My UAS is 

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equipped with GPS and auto return safety technology. Weighing less than five (5) 

pounds (far below the maximum 55 pound limit); including camera with gimbal. 

I, David N. Aikman, considers safety as 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 released. With nine 

modes to choose from, I utilize the beginner mode for aerial videography/

photography. This is the safest, most reliable and stable mode to prevent accident 

and hazard. This mode includes safe circle for operation, position hold, selfleveling, altitude command, GPS, return home feature, and safety control to return 

home or land in the event of communication interruption between RC transmitter 

and UAS.

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 areas where general public is within 500 feet 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. My UAS is capable of 

vertical and horizontal operations, and are flown only within my line of sight of 

me, as the remote control pilot. Utilizing battery power rather than combustible 

fuels, flights generally last less than 15 minutes, with a maximum altitude under 

four hundred fifty (400) feet. I, David N. Aikman, utilize a fresh fully charged 

battery with each flight as a safety precaution; full flight time limit for each battery 

is fifteen (15) to twenty-five (25) minutes as tested. I do not operate my UAS at or 

below manufacture recommend minimum charge levels for operation; preferring to 

remain well within a safe operating range to insure adequate communication 

between 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 numerous practice flights in remote 

areas as a hobbyist simulating flights for future commercial use to gain 

familiarization with the characteristics of this specific UAS's performance under 

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different temperature and weather conditions. I also practice computerized 

simulated flights to maintain adequate skills and response reflex time. All for the 

sake of safety. 

I, David N. Aikman’s, am extremely cautious when operating of 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 

when it promulgated the Reform Act and the corresponding directive to integrate 

UAS's into the national airspace system. David N. Aikman’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 David N. Aikman’s Request Will Benefit the Public As A Whole: 

Aerial videography and photography for geographical awareness for commercial 

marketing has been around for a long time through manned fixed wing aircraft and 

helicopters. For small budget real estate companies and average homeowners the 

expense of such aerial videography is cost prohibitive. Only large companies and 

high end Realtors or luxury homeowners can afford to absorb such expense. 

Depriving non-luxury homeowners and lower budget Realtors from a valuable 

marketing tool. Manned aircraft pose a threat to the public through potential 

catastrophic crash that the community has experienced in the past. Each resulting 

in loss of life. Each with combustible fuel that exploded and burned on impact. 

Police helicopters have made emergency hard landings within city limits. My, 

David N. Aikman'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, David N. Aikman’s, exemption request furthers the 

public interest through academic/visual awareness of the geographical benefits in 

and around the metro Tucson 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. 

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The public’s interest is furthered by minimizing ecological and crash threat by 

permitting aerial video/photo capture through my battery operated ultra light 

weight UAS's. Permitting me, David N. Aikman, to immediately fly within national 

air space furthers economic growth. Granting my exemption request substantially 

furthers the economic impact for the Pennsylvania area. 

V. Reasons Why David N. Aikman’s Exemption Will Not Adversely Affect 

Safety Or How The Exemption Will Provide a Level of Safety At Least Equal 

To Existing Rule: 

My, David N. Aikman’s, exemption will not adversely affect safety. Quite the 

contrary, for the reasons stated permitting me, David N. Aikman, 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 for commercial operators that can be embraced by 

the NAR6, AAR7, and TAR8 for development in cooperation with the FAA. In 

addition I, David N. Aikman, submit the following representations of 

enhancements to current aerial videography and photography for commercial 

purposes: 

My UAS weighs less than 5 pounds complete with an integrated video system: 

• I only operate my UAS below 200 feet (well within the 400 foot permissible 

ceiling set by the FAA Modernization and Reform Act of 2012). I also have 

a safety altitude limiting system which is always in place for the ceiling of 

the device to be set at 200 ft AGL.

• My UAS will only operate for up to 15 minutes per flight 

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

battery power. My UAS automatic flight control system forces the UAV to 

return home when the battery level of the UAV or controller reach the 

minimum manufacturer’s recommendations

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• 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 the remote control pilot is lost 

• I actively analyze flight data and other sources of information to constantly 

update and enhance safety protocols 

• I only operate in reasonably safe environment that are strictly controlled, are 

away from power lines, elevated lights, airports and actively populated areas 

• I conduct extensive pre-flight inspections and protocol, during which safety 

carries primary importance

• I always obtains all necessary permissions prior to operation 

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

potential danger

My, David N. Aikman’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 and photography for commercial purposes. While the safety 

record of such helicopters is remarkably astounding, there has been local incident

involving loss of life as well as extensive property damage; 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 people 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. 

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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. Accordingly, 

my UAS has been experimentally operated for familiarization/competency and will 

continue to operate at and above current safety levels. 

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 necessary airworthiness certificates in relation to 

FAR § 91.203(a)(1). The size, weight and enclosed operational area of my, David 

N. Aikman’s, UAS permits exemption from Part 21 because my UAS meets (and 

exceeds) 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 weight, size, speed, 

maneuverability and proximity to areas such as airports and dense populations. My, 

David N. Aikman’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 manual 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 safety/flight manual delineating areas of where safety can be defined.

10 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. § 91.121 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 

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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, David N. Aikman. 

B. 14 C.F.R. § 45.23: Marking of The Aircraft.

Applicable Codes of Federal Regulation require aircraft to be marked according to 

certain specifications. My UAS are, by definition, unmanned. They therefore do 

not have a cabin, cockpit or pilot station on which to mark certain words or 

phrases. Further, two- inch lettering is difficult to place on such small aircraft with 

dimensions smaller that minimal lettering requirement. Regardless, I will mark the 

UAS in the largest possible lettering by placing the word “EXPERIMENTAL” on 

its fuselage as required by 14 C.F.R. §45.29 (f) so that I the pilot, or anyone 

assisting me as a spotter with the UAV will see the markings. The FAA has 

previously issued exemptions to this regulation through Exemptions Nos. 8738, 

10167, 10167A and 10700.

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

Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to non - 

commercial operations. I, David N. Aikman, can achieve an equivalent level of 

safety as achieved by current Regulations because my UAS does not carry any 

pilots or passengers. Further, while 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, David N. Aikman, to operate my UAS to meet and 

exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b).

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

14 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, David N. Aikman, will however operate my UAS in safe areas 

away from public and traffic, providing a level 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.

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

Inspections. 

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The above- cited Regulations require, amongst other things, aircraft owners and 

operators to “have [the] aircraft inspected as prescribed in subpart E of this part 

and shall between required inspections, except as provided in paragraph (c) of this 

section, have discrepancies repaired as prescribed in part 43 of this chapter. . . .” 

These Regulations only apply to aircraft with an airworthiness certificate. They 

will not, therefore, apply to my, David N. Aikman's, UAS. However, as a safety 

precaution I inspect my UAS before and after each flight. My safety manual is 

attached with this submission.

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 necessary airworthiness certificates in relation to FAR § 91.203(a)

(1). The size, weight and enclosed operational area of my UAS permits exemption 

from Part 21 because my, David N. Aikman’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 weight, 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 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 

manual in the aircraft. As there are no 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 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. 

In summary, David N. Aikman seeks an exemption from the following 

Regulations: 

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14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 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. § 91.407 (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, David N. Aikman'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 metro Charlottesville 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, David N. Aikman’s, request for exemption will reduce current risk levels and 

thereby enhance safety. My UAS craft do 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 air fields. I, David N. Aikman currently have in place a formal 

pre-flight procedure, in-flight safety procedure and post-flight safety procedure all 

documented as noted in attachment “Safety Checklist -Solo 3DR Quadcopter”. 

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, David N. Aikman’s, 

UAS and therefore the likelihood of death or serious bodily injury is significantly 

diminished. My, David N. Aikman’s, operation of my UAS, weighing 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. Accordingly I, 

David N. Aikman, 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 submitted, 

David N. Aikman 

PRO-Flights, LLC

774 Merion Greene Charlottesville, VA22901 daveoutbk@gmail.com

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SAFETY CHECKLIST- SOLO 3DR QUADCOPTER

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UAV SAFETY CHECKLIST

Every pilot / operator and mission should be operated within the rules and regulations stipulated by the 

governing bodies applicable to you and your specific equipment. All UAV’s / Drones / Transmitters / 

Receivers and Flight Controllers need to be well maintained for airworthiness at all times.

CHECK CERTIFICATE OF LIABILITY INSURANCE

Click a title to reveal the topic contents

Area & Environment

• Hazards / Site Selection 

o Check for wires / cables 

o Animals 

o People / bystanders 

o Property in the vicinity 

o Site is away from nonessential participants 

o Ability to maintain adequate buffer zones between aircraft and personnel; 

o Minimize departures and landings over populated areas 

o Take into account local topography, ensuring a visible line of sight towards the UAV at all 

times. Ensure the telemetry connection is not obstructed. 

o Investigate potential alternative landing sites in case take-off site is obstructed. 

• Psychological consideration (are you well rested, rushed, “get there-itis”, are you being 

pressured by client) 

• Weather considerations 

o Temperature 

o Visibility 

o Precipitation 

• Wind Speed 

o Upper winds / at altitude 

o Rotor (lee side of large objects) 

• Notify any bystanders or nearby property owners of your intentions (permission) 

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• Discuss flight plan with your co-pilot or spotter 

• If flying in controlled airspace, have you notified airspace authority 

o NOTAMs 

o Can you reach authorities 

o Do you need to maintain communication? 

• First Aid Kit stocked, readily accessible and visible to anyone in the area. 

Equipment / UAV / Drone

• Walk-around 

• Crack in joints and structural members 

• Loose or damaged screws, ties, fasteners, straps 

• Loose or damaged wiring 

• Loose or damaged connections (solder, plugs, etc.) 

• Inspect prop mounts and screws and apply slight counter pressure on arms to check for 

loosened components 

• FPV , inspect / clean FPV (Camera) Lens and insure it is secured and connects are firmly 

attached 

• Camera settings are correct (still images, video, frame-rate) 

• Battery / Batteries are fully charged, properly seated and Secured 

• Fail-safe equipment functioning 

o RTH (return to home) 

o Recovery chute 

o Firmware Airport Proximity Detection Functioning 

• Props are smooth and free of damage / defect (check blade, surface and hub) 

• Prop adapters are tight / secure 

• Ensure voltage alarm is connected 

• Ensure arming / idle timeout is properly configured 

• Correct model is selected in transmitter (if applicable) 

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• Check RC transmitter shows the right range and centering for all sticks 

• Perform range test 

Mission Plan

• All actions and contingencies for the mission planned. 

• Contingency planning should include safe routes in the event of a system failure, degraded 

performance, or lost communication link, if such a failsafe exists. 

• Mission plans and flight plans should be shared with other operators in the vicinity. 

Public Awareness

• Be courteous and polite 

• You are an ambassador and your actions will affect other pilots and the industry in general 

• Be professional / appear professional 

Pre-flight / Run-up

• Verifying all transmitter, on-board aircraft and camera batteries are fully charged; (confirm 

voltages) 

• Ensure no frequency conflicts with both video and transmitter / receiver 

• Checking all control surfaces for signs of damage, loose hinges, and overall condition; Looking 

over the wing/rotors to ensure they are in good structural condition and properly secured; 

• Check motor/engine and mounting attached to the airframe; 

• Study propellers / mounting hardware (tight) / rotor blades for chips and deformation; 

• Check the landing gear for damage and function 

• Test electrical connections, plugged in and secure 

• Ensure photo / video equipment mounting system is secure and operational. 

• Check location of GPS equipment controlling the autopilot. 

• Check the IMU movements in the ground control software. 

• UAV in stabilization mode, ensure control surfaces move towards the correct positions 

• UAV / Drone is in a level location safe for takeoff 

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• FPV / Power up ground station 

• FPV / Power up Video receiver / goggles 

• If using Video recorder turn on camera system 

• Camera settings are correct (still images, video, frame-rate) 

• SD camera memory clear and inserted into the camera 

• Action / Start filming 

• All transmitter controls move freely in all directions 

• All transmitter trims in neutral position 

• All transmitter switches in correct position( typically away) 

• Transmitter throttle to zero 

• Radio transmitter on 

• Connect / power on battery to airframe 

• Ensure led indicators and audible tones are correct 

• Timer on (if applicable) 

• FPV, confirm video is in monitor / goggles 

• Scan for nearby cars / people / animals 

• Say “CLEAR!”

• Arm flight controller 

• Increase throttle slightly listening for any abnormalities 

• Short 20-30 second hover at 3-5 feet (listen for vibrations / loose items) 

• Confirm Voltage levels are correct 

In-Flight

• Basics: If flying manually, always keep your fingers on the controller/transmitter. 

• Never let the UAV out of your sight even for a second. 

• Climb to a safe altitude away from potential hazards and to reduce noise pollution. 

• Keep aircraft at a safe operating distance from people, electric utility lines and buildings. 

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• If the UAV must be flown over buildings or people, use a lightweight UAV and maintain a safe 

altitude for recovery and make every effort to minimize exposure. 

• Spotter: Use a spotter whenever possible and appropriate, especially when flying by First Person 

View (FPV). 

• Do not fly UAVs within distance defined by local laws of any private/commercial airport/helipad 

• Do not fly around a pre-existing UAV flying site without a frequency-management agreement. 

• Do not interfere with operations and traffic patterns at any airport 

• Landing: Regardless of whether of a manual or automated UAV landing, scan landing area for 

potential obstruction hazards. 

• Announce out loud “Preparing to Land”. 

• Carefully land the aircraft away from obstructions and people. 

Post-Flight

• Shutting Down: Turn the power off to the aircraft and/or disconnect the batteries. 

• Turn off the transmitter. 

• Turn the power off to the photo equipment. 

• Visually check aircraft for signs of damage and/or excessive wear. 

• Remove the unused fuel if applicable. Secure the aircraft. 

• Check pictures: Verify that the UAV camera actually took the pictures. 

• LOG FLIGHT 

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Additional Notes

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