May 26, 2015

Exemption No. 11695

Regulatory Docket No. FAA–2015–0756

Mr. John Michael Higgins 

President

Helicam Helicopters, Inc.

P.O. Box 482

Medina, WA 98039

Dear Mr. Higgins:

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends.

By letter dated January 8, 2015, you petitioned the Federal Aviation Administration (FAA) on 

behalf of Helicam Helicopters, Inc. (hereinafter petitioner or operator) for an exemption. The 

petitioner requested to operate an unmanned aircraft system (UAS) to conduct aerial 

photography and videography for Washington state companies.

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption.

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a Draganfly Innovations X6.
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The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public Law 112−95 in reference to 49 U.S.C. § 44704, and in 

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

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

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 

14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

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

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (UA) with the specifications described by the petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest.

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

• They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213;

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

11213 also apply to the situation you present; and 

• A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, 

delegated to me by the Administrator, Helicam Helicopters, Inc. is granted an exemption from 

14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 

91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to 

the extent necessary to allow the petitioner to operate a UAS to perform aerial data collection. 

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

Conditions and Limitations

In this grant of exemption, Helicam Helicopters, Inc. is hereafter referred to as the operator.
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Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Draganfly 

Innovations X6 when weighing less than 55 pounds including payload. Proposed 

operations of any other aircraft will require a new petition or a petition to amend this 

exemption.

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual 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) of the PIC and VO at all times. The VO may be used 

to satisfy the VLOS requirement as long as the PIC always maintains VLOS 

capability. The VO and PIC 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 VO can perform the duties 

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its 

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

exemption, are hereinafter 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, 

the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 
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operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update 

or revision would affect the basis upon which the FAA granted this exemption, then 

the operator must petition for an amendment to its grant of exemption. 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 for 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 Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her 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 distances from persons, vessels, vehicles and structures. PIC 
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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 experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized.

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

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

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

FAA-published aeronautical 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 communications or loses its GPS signal, the UA must return to a 

pre-determined location within the private or controlled-access property.

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

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater.

21. Air Traffic 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 aircraft operated in accordance with this exemption must be identified by serial 

number, registered in accordance with 14 CFR part 47, and have identification 

(N−Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable.
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23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS 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 defined 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.

If this exemption permits operations for the purpose of closed-set motion picture and 

television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption.
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30. At least 3 days before aerial filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local Flight Standards 

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

notification may be waived with the concurrence of the FSDO. The plan of activities 

must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted 

under this grant of exemption;

c. Name and phone number of the person responsible for the on-scene operation of 

the UAS;

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

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

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the filming production event; the list of those 

who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city, 

town, county, and/or state over which filming will be conducted and the altitudes 

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91.

This exemption terminates on May 31, 2017, unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service
January 8th 2015

U. S. Department of Transportation 

Docket Operations

West Building Ground Floor,

Room W12-140

1200 New Jersey Ave, SE

Washington, DC 20590

 Re: Petition of John Michael Higgins President of Helicam Helicopters Inc. for an 

exemption Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012.

Dear Ms,Sir;

 I, John Michael Higgins, President of Helicam Helicopters Inc., 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, John Michael Higgins, an owner and operator of small 

unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed 

below so that I, John Michael Higgins, 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, John Michael Higgins, am a Licensed Commercial 

Helicopter Pilot; I have been a member of AOPA for over 25 Years. I have flown 

numerous helicopters to acquire photographic images and presently own and operate a 

Mcdonnell Douglas MD 500D. I have numerous hours of flight time and years of 

experience providing aerial photography to local companies. I have operated for over 

twenty years and never had an accident or incident or had and complaints from the 

public.

 I also have many years and flight experience in the Helicopter RC Modeling and 

Photography. I have been a member at a locally owned helicopter flight field and have 

been a member of AMA [Academy of Model Aeronautics] more than 25 years.

 I own numerous RC Helicopters and UAS’s that are equipment with video and still 

camera equipment.

 I have acquired a Draganfly Inovations X6 sUAS 

that it is 100% designed and built and test flown in North America. The company 

provides support for both software and hardware and there sUAS’s has been approved 

by Transport Canada. These units are presently being operated by the RCMP [Royal 

Canadian Mounted Police].

 I have provided Aerial photography/videography for Washington State companies 

including Washington State Construction Projects, Attorneys, Land Developers, 

Architects, Real Estate Agents, Boat Builders, and Magazine Companies.

 This exemption would allow me, John Michael Higgins the capability to operate 

UAS’s to continue these operations benefiting the community, following exemption and 

approval by the FAA.

John Michael Higgins Commercial Helicopter Pilot - Section 333 Exemption Petition

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 Our operations with UAS’s will be at minimum altitudes needed to acquire the 

desired photographs, and well below the maximum altitude of 400’ feet. The majority of 

these flights will be accomplished at 200’ well below the maximum altitude limit.The 

base station for the Draganfly X6 system provides real-time data: UAS’s altitude, GPS 

position, number of current satellites being received, bearing, battery levels/health, and 

will bring up a screen and sound audible alarms for predetermined altitude limits. The 

aircraft and hand held controller feature a built in “Land Now” or “Return to Home” 

feature if either the signal or battery are compromised. This exemption request would 

permit operation in limited airspace in areas away from the general public, airports, 

heliports, and vehicle traffic. All flight data is logged by the UAS system and all flights 

will be logged and will be available for any required FAA reports to assist with future 

protocol and safety regulations.

Granting my, John Michael Higgins, request comports with the Secretary of 

Transportation’s (FAA Administrator’s) responsibilities and authority to not only integrate 

UAS's into the national airspace system, but to “...establish requirements for the safe 

operation of such aircraft systems [UAS's] in the national airspace system” under 

Section 333(c) of the Reform Act specific to the use of UAS's for Aerial Photography 

purposes. Further I, John Michael Higgins, will conduct my operations in compliance 

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

For the reasons stated below I, John Michael Higgins, respectfully request the grant of 

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

provide aerial images to my customers supporting community awareness to benefit/

stimulate attraction to Washington State. To continue my existing helicopter aerial 

photography business at competitive rates, and provide the community safer and less 

intrusive flights where this UAS can be effective.. This will promote local economic 

growth through increased property sales, employment, and increase tax revenue to the 

city of Seattle and Medina.

I. Contact Information:

John Michael Higgins, Helicam Helicopters Inc.

P.O.Box 482 Medina, Washington 98039

Office: (425 ) 450-4045

Mobile: (425 ) 450-4045

Email: mhiggins2003@msn.com

John Michael Higgins Commercial Helicopter Pilot - Section 333 Exemption Petition

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

Which John Michael Higgins Requests Exemption are:

Part 21; Subpart H:

14 CFR Part 21 45.23 (b);

14 CFR Part 61.113 (a) & (b);

14 CFR Part 21 91.7 (a) (b) Subpart H.

14 CFR Part 21 91.9 (b)(2)

14 CFR Part 21 91.103 (b)

14 CFR Part 21 91.109

14 CFR Part 21 91.119

14 CFR part 21 91.121

14 CFR Part 21 91.151 (a)

14 CFR Part 21 91.203 (a)(b)

14 CFR part 21 91.405 (a)

14 CFR 407 (a) (1);

14 CFR 409 (a) (1) &( 2)

14 CFR 417 (a) & (b).

III. The Extent of relief John Michael Higgins seeks and the Reason He Seeks 

Such Relief:

I, John Michael Higgins, 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, John Michael Higgins, contemplated 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,John Michael Higgins’, 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 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, John 

michael Higgins. My UAS utilizes four (6) counter rotating propellers for balance, control 

and stability. My UAS is 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, John Michael Higgins, 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. When pilot communication is 

lost UAS is designed slowly descend to point of take off. I do not operate my UAS near 

John Michael Higgins Commercial Helicopter Pilot - Section 333 Exemption Petition

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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 flights generally last between three (3) to seven (7) minutes, with

an altitude under two hundred (200) feet. I, John Michael Higgins, utilize a fresh fully 

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

battery is nine (9) to twelve (12) 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 a significant 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 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, John Michael Higgins, 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. John Michael Higgins UAS, used in flight, has a demonstrable safety record 

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

IV. How John Michael Higgins Request Will Benefit the Public As A Whole:

Aerial Photography/Videography for geographical awareness and for land development 

and marketing has provided companies with over views of projects giving a clear vision 

for future developments. 

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, John Michael Higgins, exemption request furthers the public 

interest through academic/visual awareness of the geographical benefits in and around 

Washington State. It provides Washington State Realtors a safe and reasonably priced 

option to acquire Aerial Images without them purchasing cheap UAS’s and considering 

operating without meeting FAA requirements, putting themselves and the public in 

danger. 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.

John Michael Higgins Commercial Helicopter Pilot - Section 333 Exemption Petition

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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, John Michael Higgins, to immediately fly within national air space 

furthers economic growth. Granting my exemption request substantially furthers the 

economic impact for Washington State companies looking to build projects in the area 

assisting in geographical awareness. Which serve as a stimulus to the community

V. Reasons Why John Michael Higgins Exemption Will Not Adversely Affect Safety 

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

Rule:

My, John Michael Higgins, exemption will not adversely affect safety. Quite the contrary, 

for the reasons stated permitting me, John Michael Higgins, 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 development in cooperation with the FAA. In addition I, John Michael 

Higgins, submit the following representations of enhancements to current aerial 

videography and photography:

1. My UAS weight is (35oz)(2.18lbs) with a payload capacity:18oz and a Maximum 

 Gross Take-off-weight: 53oz(3.31pounds). 

2. 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);

3. My UAS only operate for 3-7 minutes per flight;

4. I land my UAS prior to manufacturer recommended minimum level of battery power; 

 and the base station controller provides two popup critical battery level warning 

 screens.

5. I pilot my UAS through remote control only by line of sight and with a VO (visual 

 observer).

6. My UAS has GPS a flight safety feature whereby it hovers and then slowly lands if 

 communication with the remote control pilot is lost;

7.I actively analyze flight data and other sources of information to constantly update and 

 enhance safety protocols;

8. I only operate in reasonably safe environment that are strictly controlled, are away 

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

9. I conduct extensive pre-flight inspections and protocol, during which safety carries 

 primary importance;

10. I always obtains all necessary permissions prior to operation.

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

 potential danger.

21. I will operate as PIC [pilot in command] and have a Commercial Helicopters License 

 and class two medical certificate.

13. I will provide a VO (visual observer) with a minimum of a class three medical 

 certificate and operate only in visual line of site (VLOS) well within his and my 

 limits.

John Michael Higgins Commercial Helicopter Pilot - Section 333 Exemption Petition

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14. I will not operate in any flight conditions that exceed the manufacturers 

 recommended flight limitations. 

15. I purchase current Sectional Aeronautical Charts and fly only within the established 

 limitations granted me by the FAA.

16. I will contact the local Airport and get ATIS information and prior to operations 

request a notice to airmen (NOTAM) for pilots in the NAS. 

17. I will not fly over congested areas and will maintain 500’ feet distance from persons, 

vehicles, vessels and structures.

My, John Michael Higgins’, safety protocols provide a level of safety equal to or 

exceeding existing rules. 

1. 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. 

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

 is greatly diminished.

3. Third, the small size and extreme maneuverability of my UAS allow me to remotely 

 pilot away from and avoid hazards quickly and safely.

4. 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, John Michael Higgins’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, John Michael Higgins’, 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.

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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. 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.

4 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, John Michael Higgins.

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, twoinch 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.

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, John Michael Higgins, can achieve an equivalent level of safety as 

achieved by current Regulations because my UAS does not carry any pilots or 

passengers. 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, John Michael Higgins, to operate my UAS meet and exceed current safety 

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

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

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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 400 AGL; I, John Michael Higgins, will 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.

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

Inspections.

C.D.E.

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, John Michael Higgins’, UAS. However, as a safety precaution I 

inspect my UAS before and after each flight and have had it serviced and upgraded by 

the manufacturer.

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, 

John Michael Higgins, 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, John Michael Higgins 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, John Michael Higgins’, small unmanned vehicle/lightweight 

unmanned aircraft for photographic operations in support of the local real estate market, 

providing community awareness and help develop economic platforms for companies in 

Washington State. 

I operate at low altitudes and in controlled airspace eliminating potential public risk. 

These operations will allow the business community an alternative to using full size 

helicopters there by providing a more economical, safer, and less intrusive method to 

acquiring there promotional sales materials.

I, John Michael Higgins, have been analyzing flight information and will compile safety 

protocols and the implementation of a flight operations manual for Aerial Photography 

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, John Michael Higgins’, UAS and therefore the 

likelihood of death or serious bodily injury is significantly diminished. My, John Michael 

Higgins’ 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, John Michael Higgins, respectfully request that the 

FAA grant my exemption request and I am willing to cooperate in sharing information to 

benefit the FAA, the safety of manned aircraft, and the general public at large.

Respectfully submitted,

John Michael Higgins

Helicam Helicopters Inc.

P.O.Box 482

Medina, WA. 98039

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Appendix A

Five Mile Radius

Restricted Flight Areas.

Seattle,Washington 

 

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Appendix B

Flight Protocols

Flight safety is the first priority for all flights and following established protocols is 

essential. 

Preflight inspection of both the aircraft and the area of operation must be preformed 

without exception.

Flight systems and protocols must be maintain within limits to provide a safe flight for 

everyone within proximity of the area of operation. 

Pre-Flight Protocol:

1. Review sectional maps for proximity to Airports and Helipads.

2. Contact respective airport to advise of estimated flight time, estimated flight duration, 

estimated elevation of flight, and any other pertinent information.

3. Inspect area of operation for any flight hazards; Towers, Power lines, Trees, Radio Towers, 

General Public.

4. Locate safe primary landing site and an alternative. 

5. Check ATIS weather for wind advisory and NOTAM’s or other conditions that my impact flight.

Takeoff and landing

1.Select best pad for takeoff and landing

2. Post warning sign in residential areas.:

"Attention Aerial Photography In Progress - Remain Back 150 Feet "

3. Review flight plan with observer.

4. Use preflight checklist prior to take off.

5. Scan area with observer prior to flight and maintain awareness of any flight conflicts.

6. Remained prepared for emergency landing at all times

7. Stay constantly aware of flight time.

8. Disconnect battery on Landing.

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Flight log

Take-off Time Land Time Total Flight Time Accumulated Flight Time

Wind Speed Temperature Camera Operator Camera Type

Battery # Condition Cycles Start Voltage End Voltage

Flight Authorization Information Purpose of Flight

Protocols and Controls

Aerial Community and Real Estate Videos

Post flight:

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

a. disconnect battery to prevent accidental activation of propulsion system

b. secure UAS in a safe location

c. remove all warning signs from public access areas

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Appendix C

Safety/Flight Manual

Safety Flight Manual

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. 

Maintaining a record of safe flight for FAA request and for determining future UAS safety protocols is imperative.

Date:____________________ Location: ___________________________________________________ 

Pre-flight Inspection: Yes No Comment: _________________________________________________

Elements

Comment

Weather

Good

Fair

Visibility

Good

Fair

Wind Speed

Low

Medium

Proximity to airport: _________________ (see attached map pinpointing approximate location of flight) 

Airport notified Yes No Date:_______________ Time: ______________

Phone Number: _______________________ Contact Name: ___________________________________

Nearest major intersection: ______________________________________________________________ 

Proximity to medium traffic road: _________________________________________________________ 

Proximity to heavily traveled roadway road: _________________________________________________ 

Proximity to congested population: ________________________________________________________

Approx. Takeoff Time

Approx. Landing Time

Estimated Elevation

Safety Concerns:

Additional Comments:

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