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Peter Boscas, Realtor®, Baltimore, MD - Section 333 ExemptionPetition 

 

July 17th, 2015 

U. S. Department of Transportation 

Docket Operations 

West 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, Peter Boscas, 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, Peter Boscas, an owner and operator 

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

below so that I, Peter Boscas, may operate my small ultralight weight unmanned aircraft system 

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

As described herein I, Peter Boscas, 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. 

However, I will be flying a DJI Phantom III Professional for the purpose of aerial photography, 

videography/cinematography to enhance real estate listings; following exemption and approval 

by the FAA. While not required to operate, I requested and have invited by a greater Raleigh NC 

DJI Phantom III Professional reseller / instructor, to an in depth pilot training. This 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 III Professional user manual below in appendix 

B9. 

I have flown small RC electric helicopters 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 sensitive and respectful of the FAA and its commitment to safety and 

I share the same values. My, Peter Boscas’, exemption request would permit operation of 

ultralight 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 hyperlink Peter Boscas, Realtor®, Baltimore, MD - Section 333 Exemption 

Petition Page 2 of 9 Peter Boscas, Realtor®, Baltimore, MD - 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, Peter Boscas, have personally instilled safety protocols and controls4 to avoid and prevent 
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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, 

Peter Boscas, record flight data and other information gained through permitted flight 

operations to share with the FAA through any required FAA reports to assist with future 

protocol and safety regulation. 

Granting my, Peter Boscas’, request comports with the Secretary of Transportation’s (FAA 

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

airspace system, but to “...establish requirements for the safe operation of such aircraft systems 

[UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the 

use of UAS's for real estate/Realtor purposes. Further I, Peter Boscas, will conduct my 

operations in compliance with the protocols described herein or as otherwise established by the 

FAA. 

For the reasons stated below I, Peter Boscas, respectfully request the grant of an exemption 

allowing me to operate ultralight 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 employment and increased tax base. 

Always with public safety in mind by keeping heavier manned aircraft containing combustible 

fuel that that poses potential public hazard. 

I. Contact Information: 

Peter Boscas Broker and Owner 

Red Cedar Real Estate 

9175 Guilford Road, Suite 209 

Cary, NC 27511 

Office: (919) 882-3200 

Mobile: (919) 443-9080 

Email: PeterBoscas@DwellTriangle.com 

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

Peter Boscas Requests Exemption are: 

14 CFR 21; 

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

14 CFR 61.113 (a) & (b); 

14 C.F.R. 91, et seq.; 

14 CFR 407 (a) (1); 

14 CFR 409 (a) (2); and, 

14 CFR 417 (a) & (b). 

III. The Extent of relief Peter Boscas seeks and the Reason He Seeks Such Relief: 

I, Peter Boscas, 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, Peter Boscas, 

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, 

Peter Boscas’, 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 
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contemplated by the Reform Act. I would like to operate my ultralight 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, Peter Boscas. 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, Peter Boscas, consider safety of paramount importance with each flight. The Phantom III 

Professional 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 III Professional is feature rich including multiple safety features including Radar 

Positioning & Return Home, Programmable Way Points and No Fly Zone firmware to name a 

few. I’ve also included various videos that demonstrate the Phantom III Professional 

capabilities. When pilot communication is lost UAS is designed to slowly and automatically 

descend to point of takeoff. 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, Peter Peter Boscas, Realtor®, Baltimore, MD - Section 333 Exemption Petition Page 4 of 9 

Peter Boscas, Realtor®, Baltimore, MD - Section 333 Exemption Petition Boscas, 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 with characteristics 

specific to UAS's performances 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, Peter Boscas, am extremely cautious when operating of my UAS/ultralight 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. Peter Boscas’ UAS, used in hobby flight, 
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has a demonstrable safety record and does not pose any threat to the general public or national 

security. 

IV. How Peter Boscas’ 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 expenses. 

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 crashes. My, 

Peter Boscas’, UAS pose no such threat since size and lack of combustible fuel alleviates 

potential threats 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, Peter Boscas’, 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 ultralight 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. Peter Boscas, 

Realtor®, Baltimore, MD - Section 333 Exemption Petition Page 5 of 9 Peter Boscas, Realtor®, 

Baltimore, MD - 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 ultralight weight UAS's. Permitting me, Peter Boscas, 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 Peter Boscas’ Exemption Will Not Adversely Affect Safety Or How 

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

My, Peter Boscas’, exemption will not adversely affect safety. Quite the contrary, for the reasons 

stated permitting me, Peter Boscas, 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 NAR6 , AAR7 , and TAR8 for development in cooperation with the FAA. In addition I, Peter 

Boscas, 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 ultralight weight 

high quality integrated camera; 

• I only operate my UAS below 200 feet9 (well within the 400 foot permissible ceiling set 

by the FAA Modernization and Reform Act of 2012); 

• My 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; 
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• 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. 

• My, Peter Boscas’, safety protocols provide a level of safety equal to or exceeding existing 

rules. It is important to note that absent the integration of commercial UAS into our 

national airspace system, helicopters are the primary means of aerial video and 

photography for community awareness and real estate. While the safety record of such 

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

ultralight 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, Peter Boscas’, 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, Peter Boscas’, 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.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, 

Peter Boscas. 

A. 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. 

B. 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, Peter Boscas, 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, Peter Boscas, 

to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 

(a) & (b). 

C. 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, 

Peter Boscas, 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. 

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

Inspections. 
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10 Appendix E - Safety/FlightManual Peter Boscas, Realtor®, Baltimore, MD - Section 

333 Exemption Petition Page 8 of 9 Peter Boscas, Realtor®, Baltimore, MD - Section 

333 ExemptionPetition 

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, Peter Boscas’, 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, Peter 

Boscas’, 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, Peter Boscas 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, Peter Boscas’, 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 posing potential 

risk to the public. Granting my, Peter Boscas’, request for exemption will reduce current risk 

levels and thereby enhance safety. My UAS craft do not contain potentially Peter Boscas, 

Realtor®, Baltimore, MD - Section 333 Exemption Petition Page 9 of 9 Peter Boscas, Realtor®, 

Baltimore, MD - Section 333 ExemptionPetition explosive fuel, is smaller, lighter and more 

maneuverable than conventional real estate video and photographic aircraft with much less 
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flight time. Further, I operate at lower altitudes and in controlled airspace eliminating potential 

public risk flying to and from established air fields. I, Peter Boscas, 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, Peter Boscas’, UAS and therefore the likelihood of 

death or serious bodily injury is significantly diminished. My, Peter Boscas’, 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, Peter 

Boscas, 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, 

Peter Boscas, Broker and Owner 

Red Cedar Real Estate 

9175 Guilford Road, Suite 209 

Columbia, Maryland 21046 
Jason Sanko, Realtor®, Cary NC - Section 333 ExemptionPetition

Appendix A

U818A 

(Please click on hyperlink below)

Operator Manual

Appendix B

DJI Phantom II Vision+

(Please click on hyperlink below)

User Manual
Jason Sanko, Realtor®, Cary NC - Section 333 ExemptionPetition

Appendix

C

(Please click on the link below)

Five Mile Radius 

around RDU airport

Raleigh, North 

Carolina
Jason Sanko, Realtor®, Cary NC - Section 333 ExemptionPetition

Appendix D

Jason Sanko Personal Protocols

and Controls
Jason Sanko, Realtor®, The Dwell Realty 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 foruse. 

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 impactflight. 

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 flighthazard 

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 inflight 

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 

Do not allow anyone to engage in conversation or distract the remote controlpilot 

Restrict flight to minimal elevation sufficient to acquire desiredresults

Remained prepared for emergency landing at alltimes 

Pay attention to flight time

o If possible set a timer as a safety alert

Land UAS and shut down propulsion immediately following landing
Jason Sanko, Realtor®, The Dwell Realty 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 theevent

o manned aircraft is heard or seen in vicinity offlight

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 offlight

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 hand
Jason Sanko, Realtor®, Cary NC - Section 333 ExemptionPetition

Appendix E

Jason Sanko 

Safety/Flight Manual
Jason Sanko, Realtor®, The Dwell Realty Group, LLC, Cary NC Page 1

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

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

Airport notified Yes No Date: Time:

Phone Number: Contact Name: