Jason Sanko

, R e a l t o r ®

, Cary NC

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P a g e 1 o f 9 Jason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition

February, 18 2015

U. S. Department of Transportation

Docket Operations

W est Building Ground Floor, Room

w12

- 140

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, Jason Sanko, 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, Jason Sanko,

an owner and operator of small unmanned aircraft, be exempted from the Federal

Aviation Regulations (“FARs”) listed below so that I, Jason Sanko, may operate my

small ultralight weight unmanned aircraft system (“UAS”) commercially in airspace

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

As described herein I, Jason Sanko, am a licensed Realtor within the State of North

Carolina (license # 271265) ; experienced in flying hobby helicopters for recreational

purposes. I currently have a UDI U818A 2.4GHz 4 CH 6 Axis Gyro RC Quad

- copter with

Camera RTF Mode 2. Howev er , I will be flying a DJ I Phantom II Vision Plus for the

purpose of aerial photography, videography/cinematography to enhance real estate

listings ; following e xe mption and approval by the FAA. While not required to operate, I

requested and have invited by a greater Raleigh NC DJI Phantom II Vision Plus reseller

/ instructor, to an in depth pilot training. Th is is one additional step that illustrates my

commitment to be specifically proficient with the very manufacturer and model I intend

to fly for the purpose of my real estate marketing business. I ’ ve included a hyperlink to

the DJI Phantom II Vision Plus user manual below in appendix B 9

.

I have flown small RC electric he licopters recreationally for approximately 3 years

without incident. Additionally I grew up with my father who was an experienced private

pilot; instilling in me early on to respect the rules and regulations of aviation as governed

by the FAA . I too have accrued 100+ hours of flight time in a Cessna 152, 172 and a

high performance Mooney M20F with 201 mods. I ’ m highly sensitiv e and respectful of

the FAA and its commitment to safety and I share the same values. My, Jason Sanko's,

exemp tion request would permit operation of ultra light weight, unmanned (piloted by

remote control) and comparatively inexpensive UAS(s) in tightly controlled and limited

airspace. 3 Predetermined in areas away from general public, airports, heliports and

vehicular traffic within property boundaries for individual homeowner real estate listing

1 Appendix A

– U818A quad

- copter Operator Manual hyperlink

2 Appendix B

– DJI Phantom II Vision + User Manual hyperlink

3 Appendix C

- RDU 5 mile “ drone no fly zone ” airport radius hyperlinkJason Sanko

, R e a l t o r ®

, Cary NC

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- Section 333 Exemption Petition

videos/photos. 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, Jason Sanko

, have personally instilled safety 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 video and photography usage as I, Jason Sanko,

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

safe ty regulation.

Granting my, Jason Sanko’s, request comports with the Secretary of Transportation’s

(FAA Administrator’s) responsibilities and authority to not only integrate UAS's into the

national airspace system, but to “...establish requirements for the safe operation of

such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of

the Reform Act specific to the use of UAS's for real estate/Realtor purposes. Furthe r

I, Jason Sanko, will conduct my operations in compliance with the protocols described

herein or as otherwise established by the FAA.

For the reasons stated below I, Jason Sanko, respectfully request the grant of an

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

real estate listing videos for homeowners who cannot afford expensive manned aircraft

for the same purpose. Hence promoting local economic growth through increased

employm ent and increased tax base. Always w ith public safety in mind by keeping

heavi er manned aircraft containing combustible fuel that that poses potential public

hazard.

I. Contact Information:

Jason Sanko Broker and Co

- Founder

The Dwell Realty Group, LLC

201 Shannon Oaks Circle, Suite 101

Cary

, NC 27511

Office: (919) 882

- 3200

Mobile: (919) 443

- 9080

Email: JasonSanko@DwellTriangle.com

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

Which Jason Sanko 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).

4 Appendix D

- Personal Protocols and ControlsJason Sanko

, R e a l t o r ®

, Cary NC

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- Section 333 Exemption Petition

III. The Extent of relief Jason Sanko seeks and the Reason He Seeks Such

Relief:

I, Jason Sanko, 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, Jason Sanko, 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, Jason Sanko’s, ultralight weight UAS

meets the definition of “small unmanned aircraft” as defined in Section 331 and

therefore the integration of my ultralight 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 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, Jason Sanko. 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 five (5) pounds (far below the maximum 55 pound limit);

including camera with gimbal.

I, Jason Sank o, consider safety of paramount importance with each flight. The Phantom

II Vision Plus unmanned aircraft is designed to hover in place via GPS and operate in

wind up to 25 mph . For safety, stability and fear of financial loss I will not fly in winds

exceeding 15 mph

. The Phantom II Vision Plus is feature rich including multiple safety

features including (please click on this hyperlink) Radar Positioning & Return Home,

Programmable Way Points and No Fly Zone firmware to name a few

. I ’ ve also included

various (please click on this hyperlink) videos that demonstrate the Phantom II Vision

Plus capabilities. I ’ m also researching (please click on this hyperlink) Epson Moverio

BT

- 200 glasses to further enhance flight safety also with unimpeded, direct line of sight

views for the operator. When pilot communication is lost UAS is designed to s lowly and

aut omatically descend to point of take off. I do not and will not operate my UAS within a

5 mile radius of 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 five (5 ) to ten (10 ) minutes, but no more than twenty (20) minutes with an

altitude under one hundred fifty (150) feet. I, JasonJason Sanko

, R e a l t o r ®

, Cary NC

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Sanko , utilize a fresh fully charged battery with each flight as a safety precaution; full

flight time limit for each battery is twenty

- five (25) minutes as tested. I do not operate

my UAS at or below manufacture recommend minimum charge levels for operation;

preferring to remain well within a safe operating range to insure adequate

communication between radio control and UAS to eliminate potential for crash, loss of

control or hazard. Reserve batteries are at hand with each exercise to insure

replacement for sufficient safe level of operation. I do not believe in taking risk that may

cause a crash that could create hazard to the public/property/manned aircraft, and

have no desire to lose an investment. I have clocked numerous practice flights in

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

familiarization w ith characteristics specific to UAS's performance s 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, Jason Sanko, am extremely cautious when operating of my UAS/ultralight weight

unmanned aircraft and will not “create a hazard to users of the national airspace sy stem

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.

Jason Sanko’s UA S, used in hobby flight, has a demonstrable safety record and does

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

IV. How Jason Sanko’s Request Will Benefit the Public As A Whole:

Aerial photography and videography 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 s

. Hence 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 es. My, Jason Sanko's,

UAS pose no such threat since size and lack of combustible fuel alleviates potential

threat s 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, Jason Sanko’s, exemption request opens possibilities to

further the public interest through academic/visual awareness of the geographical

benefits in and around the metro Raleigh area. I intend to become a steward in my

respected market demonstrating the proper way to operate a UAS for real estate

marketing purposes. My ultra light weight UAS is battery powered and creates no

emissions that can harm the environment. The consequence of my ultralight 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.Jason Sanko

, R e a l t o r ®

, Cary NC

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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, Jason Sanko, to immediately fly within national air space furthers

economic growth. Granting my exemption request substantially furthers the economic

impact for individuals looking to relocate for career advancement through academic

and geographical awareness.

V. Reasons Why Jason Sanko’s Exemption Will Not Adversely Affect Safety Or

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

Rule:

My, Jason Sanko’s, exemption will not adversely affect safety. Quite the contrary, for

the reasons stated permitting me, Jason Sanko, 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 6 , AAR 7 , and TAR 8 for

development in cooperation with the FAA. In addition I, Jason Sanko, submit the

following representations of enhancements to current aerial videography and

photography for real estate:

My UAS weighs 1242g (including battery and propellers) with a small ultra light

weight high quality integrated camera;

I only operate my UAS below 200 feet 9 (well within the 400 foot permissible

ceiling set by the FAA Modernization and Reform Act of 2012);

M y UAS will only operate no more than 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;

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.

6 National Association of Realtor s, http://www.realtor.org/

7 North Carolina Association of Realtor s, http://www.aaronline.com/

8 Raleigh Association of Realtors

, http://www.tarmls.com/

9 DJI Phantom II Vision + (see Appendix B User Manual)Jason Sanko

, R e a l t o r ®

, Cary NC

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P a g e 6 o f 9 Jason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition

My, Jason Sanko’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 and real estate. While the safety record of such

helic opters is remarkably astounding, it is far safer to operate a battery powered

ultra light weight UAS.

First, the potential loss of life is diminished because UAS's carry no people on

board and I only 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, Jason Sanko’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, Jason Sanko’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 aJason Sanko

, R e a l t o r ®

, Cary NC

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safety/flight manual delineating areas of where safety can be defined. 10 The FAA

has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737,

8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes

electronic global positioning systems with a barometric sensor.

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft 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, Jason Sanko.

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, Jason Sanko, 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, Jason

Sanko, to operate my UAS meet and exceed current safety levels in relation to 14

C.F.R. §61.113 (a) & (b).

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

14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows

helicopters to be operated at lower altitudes in certain conditions. My UAS will never

operate at an altitude greater than 200 AGL; safely below the standard of 400 AGL. I,

Jason Sanko, 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); 40 9 (a) (2); 417(a) & (b): Maintenance Inspections.

10 Appendix E

- Safety/Flight ManualJason Sanko

, R e a l t o r ®

, Cary NC

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The above

- cited Regulations require, amongst other things, aircraft owners and operators to

“have [the] aircraft inspected as prescribed in subpart E of this part and shall between

required inspections, except as provided in paragraph (c) of this section, have discrepancies

repaired as prescribed in part 43 of this chapter. . . .”

T hese Regulations only apply to aircraft with an airworthiness certificate. They will not,

therefore, apply to my, Jason Sanko'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,

Jason Sanko’s, UAS meets an equivalent level of safety pursuant to Section 333 of the

Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate

requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the

Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the

airworthiness certificate requirement in consideration of the weight, size, speed,

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

meets or exceeds each of the elements. 14 C.F.R. 91.7(a) prohibits the operation of an

aircraft without an airworthiness certificate. As no such certificate will be applicable in

the form contemplated by the FARs, this Regulation is inapplicable. 14

C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An

equivalent level of safety will be achieved by maintaining a manual. The FAA has

previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738,

9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software

updates and curative measures for any damaged hardware. Therefore, an equivalent

level of safety will be achieved.

In summary, Jason Sanko 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. § 91.1 51(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, Jason

Sanko's, small unmanned vehicle/lightweight unmanned aircraft vehicle in community

awareness and real estate operations, and to develop economic platforms for real

estate to enhance the experience of those seeking to relocate to the metro Raleigh

area. Currently, area awareness and real estate aerial videography/photography relies

primarily on the use of larger aircraft running on combustible fuel. Therefore p osing

potential risk to the public. Granting my, Jason Sanko’s, request for exemption wil l

reduce current risk levels and thereby enhance safety

. My UAS craft do not contain

potentiallyJason Sanko

, R e a l t o r ®

, Cary NC

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explosive fuel, is smaller, lighter and more maneuverable than conventional real estate

video and photographic aircraft with much less flight time. Further, I operate at lower

altitudes and in controlled airspace eliminating potential public risk flying to and from

established air fields. I, Jason Sanko, have been informally analy zing 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, Jason Sanko’s, UAS and

therefore the likelihood of death or serious bodily injury is significantly diminished. My,

Jason Sanko’s, operation of my UAS, weighing less than 5 pounds and travelling at

lower speeds within limited areas will provide an equivalent level of safety as that

achieved under current FARs. Accordingly I, Jason Sanko, 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,

Jason Sanko, Broker and Co

- Founder

The Dwell Realty Group, LLC

201 Shannon Oaks Circle, Suite 101

Cary, NC 27511Jason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition



# Appendix A

U818A

( Please click on hyperlink below)



# Operator Manual



# Appendix B

DJI Phantom II Vision+

( Please click on hyperlink below)



# User ManualJason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition



# Appendix

C

( Please click on the link below)



# Five Mile Radius

around RDU airport

Raleigh

, North

CarolinaJason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition



# Appendix D

Jason Sanko Personal Protocols

and ControlsJason Sanko, R e a l to r ®

, The Dwell Rea l t y Group, LLC

, Cary, NC 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.

o 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

o 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 "

Flight Protocol:

Takeoff and land from same location

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

D o not allow anyone to engage in conversation or distract the remote control pilot

R estrict flight to minimal elevation sufficient to acquire desired results

R emained prepared for emergency landing at all times

P ay attention to flight time

o I f possible set a timer as a safety alert

L and UAS and shut down propulsion immediately following landingJason Sanko, R e a l to r ®

, The Dwell Rea l t y Group, LLC

, Cary, NC Protocols and Controls

Aerial Community and Real Estate Videos

Post flight:

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

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

o always have a first aid kit on handJason Sanko, Realtor®, Cary NC

- Section 333 Exemption Petition



# Appendix E

Jason Sanko

Safety/Flight ManualPage 1

Jason Sanko, R e a l tor

®

, T he Dwell Realty Group, LLC, Cary NC 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 (circle) (circle) Comment

Weather Good Fair

Visibility Good Fair

Wind Speed Low Medium

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 P r o x imi t y t o a i r po r t : ( s ee a t t a c h ed m a p pinpo i n t i n g app r oxi m a t e l o c a t i o n o f f l i g h t )

A i r po r t no t i f i ed Y es N o Da t e: T i m e :

P hon e N umb e r : C on t a c t N a m e: