Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

SkyDrone Services LLC.

Big Pictures Come From Above

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Reinaldo I. Gutierrez, SkyDrone Services LLC., Weston FL –

Section 333 Exemption Petition

May 18, 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, Reinaldo I. Gutierrez dba “SkyDrone Services LLC.”, 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, Reinaldo I. Gutierrez, an owner and operator of small unmanned aircraft, be 

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

Gutierrez, may operate my unmanned aircraft system (“UAS”) commercially in airspace 

regulated by the Federal Aviation Administration (“FAA”). 

As described herein I, Reinaldo I. Gutierrez, an insured member of the AMA (Academy of 

Model Aeronautics) am experienced in flying hobby helicopters/planes for recreational purposes. 

Currently using a Phantom 2 Vision+ Quadcopter1 currently registered under N826P 

identification number issue by FAA Certificate of registration, with intent for aerial 

videography/cinematography to enhance academic community awareness for individuals and 

companies unfamiliar with the geographical layout of the South Florida area, and augment real 

estate listing videos; following exemption and approval by the FAA. Thereby enhancing their 

academic research experience for the SoFlo Area. I have flown RC Helicopters/Planes for over 

six (20) years without incident. Committed to safety with each flight. My exemption request 

would permit operation of ultra light weight, UAS(s) in tightly controlled and limited airspace.2 

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, unmonitored amateur hobbyists with no safety plan or controls in place 

to prevent catastrophe legally operate similar lightweight, remote controlled UAS’s. 

______________________________________________________ 

1 Appendix A – Phanton 2 Vision+ Operator Manual

2 Appendix B – Miami-Dade—South Florida area VFR radius maps 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

SkyDrone Services LLC.

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I, Reinaldo I. Gutierrez, have personally instilled safety protocols and controls3 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 real estate video and photography 

usage as I, Reinaldo I. Gutierrez, 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 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 

Cinematography/Photo purposes. Further I, Reinaldo I. Gutierrez, will conduct my operations in 

compliance with the protocols described herein or as otherwise established by the FAA. 

For the reasons stated below I, Reinaldo I. Gutierrez, respectfully request the grant of an 

exemption allowing me to operate ultra lightweight, remote controlled UAS’s for academic 

community awareness to benefit/stimulate attraction to the South Florida 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 and increased tax base. Both with public safety in mind by keeping heavier manned 

aircraft containing combustible fuel that that poses potential public hazard. 

Name and Address of the Petitioner 

Reinaldo I. Gutierrez dba “SkyDrone Services LCC.” 19164 N. Hibiscus St. Weston, FL 33332

Mobile: (305) 342-2021

Email: reigutierrez@hotmail.com

Regulations Petitioner Petitions for Exemption, If Such Regulations Apply to 

SUA Vs 

14 CFR Part 21 14 C.F.R. 91.109 14 CFR 91.405 (a)

14 C.F.R. 45.23(b) 4 C.F. R. 91.119 14 CFR 407 (a) (1)

14 CFR 61.113 (a) & (b) 14 C.F.R. 91.121 14 CFR 409 (a) (2)

14 C.F.R. 91.7 (a) 14 CFR 91.151 (a) 14 CFR 417 (a) & (b)

14 CFR 91.9 (b) (2) 14 CFR 91.203 (a) & (b) 14 C.F.R. 91.103 

_________________________ 

3 Appendix C - Personal Protocols and Controls 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

SkyDrone Services LLC.

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The Extent of relief sought and the Reason He Seeks Such Relief: 

I, Reinaldo I. Gutierrez, 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, 

Reinaldo I. Gutierrez, to pursue 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 the public’s 

interest to do so. My, Reinaldo I. Gutierrez’, 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 

lightweight 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 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, Reinaldo I. 

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

My UAS is equipped with GPS and auto return safety technology. Weighing less than ten (10) 

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

I, Reinaldo I. Gutierrez, consider 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 control inputs are released. With three modes to choose from, I utilize the Smart 

Mode4 for aerial videography/photography. This is the 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 areas 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. 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 between eighteen 

(18) to twenty (20) minutes, with an altitude under one hundred fifty (150) feet. 

___________________________________ 

4Smart Mode includes GPS Geofence radius for operation, position hold, self-leveling, altitude command, return home feature or land in the event 

of communication interruption between RC transmitter and UAS. See Appendix A 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

SkyDrone Services LLC.

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4Smart Mode includes GPS Geofence radius for operation, position hold, self-leveling, altitude 

command, return home feature or land in the event of communication interruption between RC 

transmitter and UAS. See Appendix A 

I, Reinaldo I. Gutierrez, utilize a fresh fully charged 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 manufacturer recommended 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. I have clocked over 300+ hours of hobby level flights for 

future commercial use to gain familiarization with the characteristics 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, Reinaldo I. Gutierrez, 

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. The UAS, used in hobby flight, has a demonstrable safety

record and does not pose any threat to the general public or national security. 

How Reinaldo I. Gutierrez’ Request Will Benefit the General Public: 

Aerial videography for geographical awareness and for real estate marketing has been around for 

a long time through manned fixed wing aircraft and helicopters. However, 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 expenses. 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 with military, medical and 

news/tourism helicopter crashes within the south Florida Area. 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 UAS pose no such threat since size and lack of 

combustible fuel alleviates any potential threat to the public. 

___________________________________ 

4Smart Mode includes GPS Geofence radius for operation, position hold, self-leveling, altitude command, return home feature or land in the event 

of communication interruption between RC transmitter and UAS. See Appendix A 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

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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, 

Reinaldo I. Gutierrez, exemption request furthers the public interest through academic/visual 

awareness of the geographical benefits in and around the South Florida area. My ultra 

lightweight 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 aerial 

video/photo capture through my battery operated ultra lightweight UAS's. Permitting me, 

Reinaldo I. Gutierrez, to immediately fly within national air space furthers economic growth. 

Granting my exemption request substantially furthers the economic impact for the South Florida 

community for companies looking to relocate or build in the SoFlo 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. 

Reasons Why Reinaldo I. Gutierrez’ Exemption Will Not Adversely Affect Safety And How 

The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule: 

My, Reinaldo I. Gutierrez, exemption will not adversely affect safety. Quite the contrary,

for the reasons stated permitting me, Reinaldo I. Gutierrez, 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 UAS Pilots that can be embraced for development in cooperation with the FAA. In 

addition I, Reinaldo I. Gutierrez, submit the following representations of enhancements to 

current aerial videography and photography: 

 My UAS weighs less than 10 pounds complete with a small ultra light weight high 

camera 

 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); 

 My UAS only operate for 18-20 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 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; 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

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

carries primary importance; 

 I always obtains all necessary permissions prior to operation; and, 

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

danger. 

My, Reinaldo I. Gutierrez, 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 

community awareness and real estate. 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 

only operated 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. 

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

continue to operate at and above current safety levels. 

A Summary The FAA May Publish in the Federal Register: 

A. 14 C.F.R. 21 & 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, Reinaldo I. Gutierrez’, 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, Reinaldo I. Gutierrez, current and projected 

UAS's meet or exceed each of the elements. 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

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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.5 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 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, Reinaldo I. Gutierrez. 

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 its UASs 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, Reinaldo I. Gutierrez, 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, Reinaldo I. Gutierrez, to operate my UAS meet and 

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

_______________________ 
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

SkyDrone Services LLC.

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5Appendix D - Safety/Flight Manual 

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, Reinaldo I. 

Gutierrez, 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. 

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, Reinaldo I. Gutierrez, UAS. However, as a safety precaution I inspect my 

UAS before and after each flight. 

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 permit exemption from Part 21 because my, Reinaldo I. Gutierrez, 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. 
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In summary, Reinaldo I. Gutierrez seeks an exemption from the following Regulations: 

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 small unmanned vehicle/lightweight unmanned 

aircraft vehicle in community awareness, Cinematography, and to develop economic platforms 

for real estate to enhance the experience of those seeking to relocate to the South Florida 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 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 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, Reinaldo I. Gutierrez, have been informally analyzing flight information 

and have compiled safety protocols and the implementation of a flight operations manual for 

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

diminished. Operation of my UAS, weighing less than 10 pounds and travelling at lower speeds 

within limited areas will provide an equivalent level of safety as that achieved under current 

FARs. Accordingly I, Reinaldo I. Gutierrez, 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, 

Reinaldo I. Gutierrez, SkyDrone Services LCC.

19164 N. Hibiscus St Weston, FL 33332
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

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Appendix A 

Phantom 2 Vision+ Operator Manual 

http://www.dji.com/product/phantom-2-vision-plus/download
Reinaldo I. Gutierrez, Weston, FL - Section 333 Exemption Petition 

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Appendix B 

South Florida --VFR Aeronautical Chart 
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Appendix C 

Reinaldo I. Gutierrez Personal Protocols and Controls 

Protocols and Controls 

Aerial Community and Real Estate Videos 

Safety for public on the ground as well as manned aircraft above is an essential and utmost 

consideration for aerial videos and photography. As such, safety protocols and controls must be 

implemented through pre-flight preparation and during flight. 

Pre-Flight Protocol: 

 Check batteries with voltage meter to insure fully charged and ready for use. 

 Inspect batteries for damage or leakage that may affect proper operation. 

 Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion 

or unmanageable/uncontrolled flight. 

 Check weather forecasts for wind advisory or other conditions that my impact flight. 

 Consult five (5) mile radius map for airport vicinity. 

 Contact respective airport to advise of estimated flight time, estimated flight duration, 

estimated elevation of flight, and any other pertinent information. 

 Inspect flight area for

o vicinity of public safety helipads/heliports

o vicinity of medical helipads/heliports

o vicinity of light poles

o vicinity or utility wires

o vicinity of trees

o flocks of birds that may cause interference and potential flight impact 

 Vicinity of any elevated obstructions that may pose potential flight hazard o vicinity of 

roadways with moderate to heavy traffic that can be distracted o public gatherings that 

may attract viewers

o optional point of control for best visual site of UAS while in flight 

 Takeoff and landing

o inspect area for best and safest point of takeoff and landing

o if in a subdivision or area that is within 150 feet of a residential street, post 

 Warning sign(s)/stand(s) "Attention Aerial Photography In Progress - Remain Back 150 

Feet" 
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Flight Protocol: 

 Takeoff and land from same location 

 Remain alert to birds, sound or aircraft, curious public, and approaching vehicles 

 Do not allow anyone to engage in conversation or distract the remote control pilot 

 Restrict flight to minimal elevation sufficient to acquire desired results 

 Remain prepared for emergency landing at all times 

 Pay attention to flight time If possible set a timer as a safety alert

 Land UAS and shut down propulsion immediately following landing 

Protocols and Controls 

Post flight: 

1. Disconnect battery to prevent accidental activation of propulsion system 

2. Secure UAS in a safe location 

3. Remove all warning signs from public access areas 

Emergency or Suspected Hazard: 

 Immediate land UAS at safest and closet ground location in the event

o Manned aircraft is heard or seen in vicinity of flight

o There is a public gathering within established safety boundary wanting to observe 

 Flight

o Pilot is being distracted from focusing on flight and safety

o Sudden change in weather (wind bursts)

o Sudden increase in vehicular traffic in vicinity of flight

o Birds enter into proximity of flight

o Any sudden unsafe event that can cause collision, distraction or interruption of control 
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Appendix D 

Reinaldo I. Gutierrez Safety/Flight Manual