Corey R Terrill, Owner/Operator , Lake Oswego, OR

­ Section 333 Exemption Petition

February 3, 2016

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, Corey R Terrill, 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, Corey

Terrill, owner and operator of a small

unmanned aircraft, be exempted from the Federal Aviation

Regulations (“FARs”) listed below so that I, Corey Terrill,

may operate my small ultra lightweight unmanned aircraft

system (“UAS”) commercially in airspace regulated by the

Federal Aviation Administration (“FAA”).

As described herein I, Corey Terrill, am experienced in flying

hobby helicopters for recreational purposes. I have added a

commercial/hobby grade quadcopter UAS to my

inventory with intent for aerial videography/cinematography

to enhance academic community awareness for those

individuals and companies unfamiliar with the geographical

layout of the metro Portland area, augmented real estate

listing videos, construction tracking photos and TV

commercial videos; following exemption and approval by the

FAA. Thereby enhancing­ their academic research

experience for the metro Portland area.

I have flown small RC electric helicopters for

over six (6) months without incident. Committed to safety

with each flight. My, Corey Terrill’s, exemption request

would permit operation of ultra lightweight, 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 community videos, and

within property boundaries for individual homeowner real

estate listing videos/photos, construction sites and other

closed and controlled locations. 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, Corey R Terrill,

have personally instilled safetyPlease see:

Appendix A – DJI Phantom 3 quad­copter Operation/Owner Manual, Safety Guidelines,

Intelligent Flight Battery Safety Guidelines (separately submitted)

Appendix B – Portland metro area 5­mile airport/no­fly­zone radius map

Appendix C – Personal Protocol/Safety

Appendix D – Flight Operations/ Safety Manual

protocols and controls

4

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/construction/TV commercial video and

photography usage as I, Corey Terrill, 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.

Corey R Terrill, Owner/Operator, Lake Oswego, OR ­ Section

333 Exemption Petition

Granting my, Corey Terrill’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/construction purposes. Further I, Corey Terrill, will
conduct my operations in compliance with the protocols

described herein or as otherwise established by the FAA.

For the reasons stated below I, Corey Terrill, 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

metro Portland area and to enhance real estate listing videos

for homeowners who cannot afford expensive manned

aircraft for the same purpose, and for land developers that

would require expensive and noisy manned aircraft to

document construction progress, and finally small local

businesses with limited budgets for marketing media. All 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.

I. Contact Information:

Corey R Terrill, Owner/Operator

74 Kingsgate Rd, Lake Oswego, OR 97035

Mobile: (760) 449­1761 Email: corey.picsure@gmail.com

II​. The Specific Sections of Title 14 of the Code of

Federal Regulations From Which Corey Terrill 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).

Appendix C ­ Personal Protocols and Controls
III. The Extent of relief Corey Terrill seeks and the

Reason He Seeks Such Relief:

I, Corey Terrill, submit this application in accordance with

the Reform Act, 112 P.L. 95 §§ 331­334, seeking relief from

any currently applicable FARs operating to prevent me,

Corey Terrill, 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, Corey Terrill’s, ultra lightweight 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 and construction 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

reflects in favor of an exemption for me, Corey Terrill. My

UAS utilizes four (4) counter­rotating propellers for balance,

control and stability. My UAS is equipped with GPS and auto

return safety technology. Weighing less than seven (7)

pounds (far below the maximum 55­pound limit); including

camera with gimbal.

I, Corey Terrill, consider safety as foremost with each flight.

My small­unmanned aircraft is designed to hover in place via

GPS and operate in less than a 24­knot (15 mph) wind. For

safety, stability and fear of financial loss I will not fly in winds

exceeding 16 kph (10 mph). Built­in safety systems include a
GPS mode that allows my UAS to hover in place when radio

controls are released. With three modes to choose from, I

utilize the Smart Mode

5

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 takeoff, or near the

control transmitter when utilizing Dynamic Mode. 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 (50­100) 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.

I study aeronautical charts prior to each flight so that I may

be fully aware of the airspace in which I will be operating. 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 eight (8) to twelve (12)

minutes, with an altitude under four hundred (400) feet.

5 Smart Mode includes safe circle for operation, position hold, self­leveling, altitude

command, GPS, return home and dynamic return to home feature, and safety control to

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

and UAS. See Appendix A ­ Operator Manual.

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333 Exemption Petition

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333

Exemption Petition

I, Corey Terrill, 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 (20) 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. Our standard

reserve levels are 25% and monitored through digital on­
screen data­link display. 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 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, Corey Terrill, am extremely cautious when operating of

my UAS/ultra lightweight 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 intothe national airspace system. Corey Terrill’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 Corey Terrill’s Request Will Benefit the Public

As A Whole:

Aerial videography for geographical awareness and for real

estate 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

non­luxury homeowners and lower budget Realtors from a

valuable marketing tool. Manned aircraft pose a threat to the

public through potential catastrophic crash. Many of them

resulting in loss of life to both flight crew and public on the

ground. Each with combustible fuel that exploded and

burned on impact. Police helicopters have made emergency

hard landings within city limits. My, Corey Terrill’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, Corey Terrill’s, exemption request

furthers the public interest through academic/visual

awareness of the geographical benefits in and around the

metro Portland area. My ultra lightweight UAS is battery

powered and creates no emissions that can harm the

environment. The consequence of my ultra lightweight UAS

crashing is far less than a full size helicopter or fixed wing

aircraft; which are heavy, contain combustible fuel and cancause catastrophic devastation to the public.

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333 Exemption Petition

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333

Exemption Petition

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, Corey Terrill, to immediately fly within

national air space furthers economic growth. Granting my

exemption request substantially furthers the economic

impact for the metro Portland community for companies

looking to relocate or build in the Portland metro 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.
V. Reasons Why Corey Terrill’s Exemption Will Not

Adversely Affect Safety Or How The Exemption Will

Provide a Level of Safety At Least Equal To Existing

Rule:

My, Corey Terrill’s, exemption will not adversely affect

safety. Quite the contrary, for the reasons stated permitting

me, Corey Terrill, 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 Realtors

that can be embraced by the NAR, AAR, and TAR for

development in cooperation with the FAA. In addition I,

Corey Terrill, submit the following representations of

enhancements to current aerial videography and

photography for real estate and construction:

My UAS weighs less than 7 pounds complete with a small

ultra light weight high quality camera; I only operate my UAS

below 400 feet (within the 400 foot permissible ceiling set by

the FAA Modernization and Reform Act of 2012);

my UAS only operate for 8­12 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; I conduct extensive pre­flight 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.
Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333

Exemption Petition

My, Corey Terrill’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 community awareness,

real estate, construction and TV commercials. 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 lightweight UAS.

First, the potential loss of life is diminished because UAS's

carry no people on board and I only operate 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.

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,

Corey Terrill’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, Corey Terrill’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.

10The 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, Corey Terrill.
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 non­commercial operations. I, Corey Terrill, 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, Corey Terrill, 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.

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; safely below the standard of 400 AGL. I,

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

Maintenance Inspections.

C.

D.

E.

___________________________

Appendix C ­ Safety/Flight Manual

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333 Exemption Petition

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333

Exemption Petition

The above­cited 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, Corey Terrill’s,

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 permits exemption

from Part 21 because my, Corey Terrill’s, UAS meets an

equivalent level of safety pursuant to Section 333 of the

Reform Act. The FAA is authorized to exempt aircraft fromthe 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, Corey Terrill 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, Corey Terrill’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 theexperience of those seeking to relocate to the metro

Portland 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, Corey Terrill’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 airfields. I, Corey

Terrill, have been informally analyzing flight information and

will compile safety protocols and the implementation of a

flight operations manual for real estate 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, Corey Terrill’s,

UAS and therefore the likelihood of death or serious bodily

injury is significantly diminished. My, Corey Terrill,

operation of my UAS, weighing less than 7 pounds and

travelling at lower speeds within limited areas will provide an

equivalent level of safety as that achieved under current

FARs. Accordingly I, Corey Terrill, 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,

Corey R Terrill, Owner Operator,

74 Kingsgate Rd, Lake Oswego, OR 97035

Appendix A

DJI Phantom 3 Manuals­Submitted Separately

Appendix B

Five Mile Radius

Restricted Flight Areas

Portland, Oregon Metro

Area
No FLY Zones | DJI

http://www.dji.com/fly­safe/category­mc

(http://www.dji.com/)

Store

(https://store.dji.com/) Products

(Http://www.dji.com/products)

Support (http://www.dji.com/support)

Community

Home (http://www.dji.com/) / Fly Safe (/fly­safe)

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333 Exemption Petition

Appendix D

Corey Terrill Personal

Protocols and Controls

Protocols and Controls

Aerial Construction and Real Estate Videos/Photos

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

pre­flight preparation and during flight.

Pre­Flight 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.

● Consult aeronautical charts for airspace identification and

other flights considerations.

● 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

● vicinity of public safety helipads/heliports

● vicinity of medical helipads/heliports

● vicinity of lightpoles

● vicinity or utility wires or

● vicinity of trees

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

● vicinity of any elevated obstructions that may pose potential flight hazard

● vicinity of roadways with moderate to heavy traffic that can be distracted

● public gatherings that may attract viewers

● optional point of control for best visual sight of UAS while in flight

Takeoff And Landing

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

● 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 Progress­Remain Back 150 Feet"

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

● remained prepared for emergency landing at all times

● pay attention to flight time and 25%battery reserve

● if possible set a timer as a safety alert

● land UAS and shutdown propulsion immediately following landing

Corey Terrill, Owner/Operator, Lake Oswego Oregon
Page 1

Protocols and Controls

Aerial Construction and RealEstate Videos/Photos

Postflight:

Emergency or Suspected Hazard:

● Immediately land UAS at safest and closest ground location in the

event of manned aircraft is heard or seen in vicinity of flight

● there is a public gathering within established safety boundary wanting to

observe flight

● pilot is being distracted from focusing on flight and

safety sudden change in weather(wind bursts)

● sudden increase in vehicular traffic in vicinity of flight

● birds enter into proximity of flight

● 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

Corey Terrill, Owner/Operator Page 2

Corey Terrill, Owner/Operator, Lake Oswego, OR ­ Section 333 Exemption Petition
Appendix D

Corey Terrill/

Safety/Flight Manual

Safety Flight Manual

Aerial Construction and RealEstate Videos/Photos

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

utmost consideration for aerial videos and photography.Maintaining record safe flight for

FAA request and for determining future UAS safety protocols is imperative.

Date:____________________

Location:_____________________________________________

Pre­flight Inspection: Yes No

Comment:

_________________________________________________

Elements

Weather Good Fair

Visibility Good Fair

WindSpeed Low Medium

(circle)

Comment

Proximity To Airport:_________________(see attached map

pinpointing approximate location of flight)
Airport Notified Yes No

Date:_______________Time:______________PhoneNumber:_______________________

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:

Unedited Flight Video/photos available for FAA upon written request within 180

days of flight: Yes No

Corey Terrill, Owner/Operator, Lake Oswego, OR