Thomas W. Copeland

Copeland Aerial Photography, LLC.

1029 Copper Palm Ct

Henderson, NV 89002

(p) (702) 723-7425

(e) copeland.aerial.photography@gmail.com

January 8, 2016

U.S. Department of Transportation 

Docket Management System

1200 New Jersey Ave., SE 

Washington, DC 20590 

Re: Exemption Request pursuant to Section 333 of FAA Reform Act and Title 14, Code of 

Federal Regulations (14CFR): §§ 21 subpart H; 45.23(b); 61.113(a) and (b); 91.7(a); 

91.9(b)(2); 91.103; 91.109; 91.119; 91.121; 91.151(b); 91.203(a) and (b); 91.405(a); 

91.407(a)(1); 91.409(a)(1) and (2); and 91.417(a) and (b). 

Dear Sir or Madam: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (“the FMRA”)

and 14 CFR Part 11, Copeland Aerial Photography, LLC. (referred to herein as 

“applicant”), operator of small Unmanned Aircraft Systems (sUAS), hereby applies for an 

exemption from the listed Federal Aviation Regulations to allow commercial operation 

of its sUAS, so long as such operations are conducted within and under the conditions 

stipulated herein or as may be established by the FAA as required by Section 333. 

Commercial operation of sUAS, as described herein, which are equipped with cameras 

and sensors, would operate in the following manner:

Aerial photography and/or video for public and/or private use including real estate, 

architecture, land surveying, agriculture, engineering, closed set television and motion 

picture filming, public events, residential/commercial structures, and providing live 

video feed to assist with search and rescue operations in cases of an emergency or 

natural disaster.

As described below, the requested exemption would permit the operation of sUAS 

under controlled conditions in the NAS that would be a) limited b) controlled c) 

predetermined and d) will provide safety enhancements to the already safe operations 

in the industry presently using conventional aircraft. Approval of this exemption would 

thereby enhance safety and fulfill the Secretary of Transportation’s (the FAA 

Administrator’s) responsibilities to “...establish requirements for the safe operation of 

such aircraft systems in the national airspace system.”
The name, address, phone, and email of the applicant:

Thomas W. Copeland

Copeland Aerial Photography, LLC.

1029 Copper Palm Ct

Henderson, NV 89002

(801) 913-8017

copeland.thomas@gmail.com

Regulations from which the exemption is requested:

14 CFR Part 21 subpart H

14 CFR 45.23(b)

14 CFR 61.113(a)

14 CFR 91.7(a)

14 CFR 91.9(b)(2)

14 CFR 91.103

14 CFR 91.109

14 CFR 91.119(c)

14 CFR 91.121

14 CFR 91.151(b)

14 CFR 91.203(a) and (b)

14 CFR 91.405(a)

14 CFR 91.407(a)(1)

14 CFR 91.409(a)(1) and (2)

14 CFR 91.417(a) and (b)

The sUASs the applicant will be using are multi-rotor craft weighing no more than 55 lbs 

including payload. Under normal conditions, they operate at speeds of no more than 45 

mph or 39 knots and have the ability to hover and move along a vertical and horizontal 

plane simultaneously. They will be operated in visual line of sight only and in accordance 

with all other local and federal laws.

Given the small size of the sUAS and the controlled environment provided, the proposed 

operations will adhere to the Reform Act’s safety requirements. The approval of this 

application presents no national security issues. Regarding the level of safety 

surrounding the proposed operations and the public benefit, reduction in environmental 

impacts, including but not limited to reduced emissions and noise, the grant of the 

requested exemption is in the public interest. Accordingly, the applicant requests that 

the FAA grant the requested exemption with minimum delay. 

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations proposed for an equivalent or higher level of safety because 

operations will further enhance the safety of the persons and/or property using 

conventional aircraft. 
These limitations and conditions to which the applicant agrees to adhere to when 

conducting commercial operations under the FAA issued exemption as set forth in the 

Flight Operations Manual (FOM) include:

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

The exemption holder may use either groundspeed or calibrated airspeed to 

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

operated at airspeeds greater than the maximum UA operating airspeed 

recommended by the aircraft manufacturer. 

2) The UA must be operated at an altitude of no more than 400 feet above ground 

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

3) The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other 

than corrective lenses, as specified on the PIC’s FAA-issued airman medical 

certificate or U.S. driver’s license. 

4) All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to 

satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. 

The VO and PIC must be able to communicate verbally at all times; electronic 

messaging or texting is not permitted during flight operations. The PIC must be 

designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO. 

5) The exemption and all documents needed to operate the UAS and conduct its 

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

exemption, are hereinafter referred to as the operating documents. The operating 

documents must be accessible during UAS operations and made available to the 

Administrator upon request. If a discrepancy exists between the conditions and 

limitations in the exemption and the procedures outlined in the operating 

documents, the conditions and limitations of the exemption take precedence and 

must be followed. Otherwise, the operator must follow the procedures as outlined 

in its operating documents. The operator may update or revise its operating 

documents. It is the operator’s responsibility to track such revisions and present 

updated and revised documents to the Administrator or any law enforcement 

official upon request. The operator must also present updated and revised 

documents if it petitions for extension or amendment to this grant of exemption. If 

the operator determines that any update or revision would affect the basis upon 

which the FAA granted the exemption, then the operator must petition for an 

amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS−80) 

may be contacted if questions arise regarding updates or revisions to the operating 

documents. 

6) Any UAS that has undergone maintenance or alterations that affect the UAS 

operation or flight characteristics, e.g., replacement of a flight critical component, 

must undergo a functional test flight prior to conducting further operations under 
this exemption. Functional test flights may only be conducted by a PIC with a VO and 

must remain at least 500 feet from other people. The functional test flight must be 

conducted in such a manner so as to not pose an undue hazard to persons and 

property. 

7) The operator is responsible for maintaining and inspecting the UAS to ensure that it 

is in a condition for safe operation. 

8) Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g., inoperable components, items, or equipment. If the 

inspection reveals a condition that affects the safe operation of the UAS, the aircraft 

is prohibited from operating until the necessary maintenance has been performed 

and the UAS is found to be in a condition for safe flight. 

9) The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and aircraft 

components. 

10) Each UAS operated under the exemption must comply with all manufacturer safety 

bulletins. 

11) Under the grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 14 

CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate. 

12) The operator may not permit any PIC to operate unless the PIC demonstrates the 

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

operated under the exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

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

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

training operations may only be conducted during dedicated training sessions. 

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

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

UA with appropriate distance from nonparticipants in accordance with 14 CFR § 

91.119.

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

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

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

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

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

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

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 
management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made 

available to the Administrator or any law enforcement official upon request. 

15) The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 

16) For tethered UAS operations, the tether line must have colored pennants or 

streamers attached at not more than 50 foot intervals beginning at 150 feet above 

the surface of the earth and visible from at least one mile. This requirement for 

pennants or streamers is not applicable when operating exclusively below the top of 

and within 250 feet of any structure, so long as the UA operation does not obscure 

the lighting of the structure. 

17) If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the private or controlled-access property. 

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

19) The PIC is prohibited from beginning a flight unless (considering wind and forecast 

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

intended operation and to operate after that for at least 5 minutes or with the 

reserve power recommended by the manufacturer if greater. 

20) Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the enclosed COA. 

21) All aircraft operated in accordance with the exemption must be identified by serial 

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

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

be as large as practicable. 

22) Documents used by the operator to ensure the safe operation and flight of the UAS 

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

the PIC at the Ground Control Station of the UAS any time the aircraft is operating. 

These documents must be made available to the Administrator or any law 

enforcement official upon request. 

23) The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

24) The UAS may not be operated by the PIC from any moving device or vehicle. 

25) All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless: 

a) Barriers or structures are present that sufficiently protect nonparticipating 

persons from the UA and/or debris in the event of an accident. The operator 

must ensure that nonparticipating persons remain under such protection. If a 

situation arises where nonparticipating persons leave such protection and are 

within 500 feet of the UA, flight operations must cease immediately in a manner 

ensuring the safety of nonparticipating persons; and 

b) The owner/controller of any vessels, vehicles or structures has granted 

permission for operating closer to those objects and the PIC has made a safety 
assessment of the risk of operating closer to those objects and determined that 

it does not present an undue hazard. 

c) The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption. 

26) All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted. 

27) Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be

reported to the FAA's UAS Integration Office (AFS−80) within 24 hours. Accidents 

must be reported to the National Transportation Safety Board (NTSB) per 

instructions contained on the NTSB Web site: www.ntsb.gov. 

28) For the purpose of closed-set motion picture and television filming and production, 

the operator must have a motion picture and television operations manual 

(MPTOM) as documented in the grant of exemption. 

29) At least 3 days before aerial filming, the operator of the UAS affected by the 

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

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

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

must include at least the following: 

a) Dates and times for all flights; 

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

under the grant of exemption; 

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

of the UAS; 

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

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

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

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

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

g) Signature of exemption holder or representative; and 

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

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

altitudes essential to accomplish the operation. 

30) Flight operations may be conducted closer than 500 feet from participating persons 

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

the exemption holder’s MPTOM. 

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

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

parts 45, 47, 61, and 91. 

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 CFR 91.203(a)(1)
Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements

for the issuance of airworthiness certificates as required by FAR 91.203 (a) (1). Given the 

size and limited operating area associated with the aircraft to be utilized by the 

applicant, an exemption from Part 21 Subpart H meets the requirements of an 

equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal 

Aviation Act (49 U.S.C. 44701 (f)) and Section 33 of the Reform Act both authorize the 

FAA to exempt aircraft from the requirement for an airworthiness certificate, upon 

consideration of the size, weight, speed, operational capability, and proximity to 

airports and populated areas of the particular sUAS. In all cases, an analysis of these 

criteria demonstrates that the sUAS operated without an airworthiness certificate, in 

the restricted environment and under the conditions proposed will be at least as safe, or 

safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an 

airworthiness certificate without the restrictions and conditions proposed. 

The sUAS to be operated hereunder is less than 55 pounds fully loaded, carries neither a 

pilot nor passenger, carries no explosive materials or flammable liquid fuels, and 

operates exclusively within a secured and designated area. Unlike other civil aircraft, 

operations under this exemption will be tightly controlled and monitored by both the 

operator and under the requirements and in compliance with local public safety 

requirements. These safety enhancements provide a greater degree of safety to the 

public and property owners than conventional operations conducted with airworthiness 

certificates issued under 14 CFR Part 21, Subpart H. Lastly, application of these same 

criteria demonstrates that there is no credible threat to national security posed by the 

sUAS, due to its size, speed of operation, location of operation, lack of explosive 

materials or flammable liquid fuels, and inability to carry a substantial external load. 

14 CFR 45.23 (b) Marking of the Aircraft

The regulation requires: When marks include only the Roman capital letter “N” and the 

registration number is displayed on limited, restricted or light-sport category aircraft or 

experimental or provisionally certificated aircraft, the operator must also display on that 

aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 

2 inches not more than 6 inches high, the words “limited,” “restricted,” “light-sport,” 

“experimental,” or “provisional,” as applicable.

Even though the sUAS will have no airworthiness certificate, an exemption may be 

needed as the sUAS will have no entrance to the cabin, cockpit or pilot station on which 

the word “Experimental” can be placed. Given the size of the sUAS, two-inch lettering 

will be impossible. All aircraft will have identification (N−Number) markings in 

accordance with 14 CFR part 45, Subpart C. Markings will be as large as practicable.

14 CFR 61.113(a) Private Pilot Privileges and Limitations: Pilot in Command
Pursuant to 14 CFR 61.113(a), no person who holds a private pilot certificate may act as 

a pilot in command of an aircraft that is carrying passengers or property for 

compensation or hire. Our sUASs do not carry any pilots or passengers nor property 

therefore the applicant seeks an exemption to 14 CFR 61.113(a). The risks attendant to 

the operation of sUAS is far less than the risk levels inherent in the commercial activities 

outlined in 14 CFR 61. I feel the operation and limitations sets forth in the FOM will 

equate to the safe operation of the sUAS.

14 CFR 91.7(a) Civil Aircraft Airworthiness

The regulation requires that no person may operate a civil aircraft unless it is in 

airworthy condition. As there will be no airworthiness certificate issued for the aircraft, 

should this exemption be granted, no FAA regulatory standard will exist for determining 

airworthiness. Given the size of the aircraft for maintenance and use of safety checklists 

prior to each flight, an equivalent level of safety will be provided. 

14 CFR 91.9(b)(2) Civil Aircraft Flight Manual in the Aircraft

Section 91.9(b)(2) provides: No person may operate a U.S.-registered civil aircraft ... (2) 

For which an Airplane or Rotorcraft Flight Manual is not required by Section 21.5 of this 

chapter, unless there is available in the aircraft a current approved airplane or 

Rotorcraft Flight Manual, approved manual material, markings, and placards, or any 

combination thereof. The sUAS, given its size and configuration has no ability or place to 

carry such a flight manual on the aircraft, not only because there is no pilot on board, 

but because there is no room or capacity to carry such an item on the aircraft. The 

equivalent level of safety will be maintained by keeping the flight manual at the ground 

control point where the pilot flying the sUAS will have immediate access to it. 

14 CFR 91.103 Preflight Action

This regulation requires each pilot in command to take certain actions before flight to 

ensure the safety of flight. As FAA approved rotorcraft flight manuals will not be 

provided for the aircraft an exemption will be needed. The operator will take all actions 

including reviewing weather, flight battery requirements, landing and takeoff distances 

and aircraft performance data before initiation of flight. 

14 CFR 91.109 Flight Instruction

Section 91.109 provides that no person may operate a civil aircraft (except a manned 

free balloon) that is being used for flight instruction unless that aircraft has fully 

functioning dual controls. Small UAS and remotely piloted aircraft, by their design do 

not have fully functional dual controls. Flight control is accomplished through the use of 

a control box that communicates with the aircraft via radio communications. The FAA 

has approved exemptions for flight training without fully functional dual controls for a 
number of aircraft and for flight instruction in experimental aircraft. The equivalent level 

of safety is provided by the fact that neither a pilot nor passengers will be carried in the 

aircraft and by the size and speed of the aircraft. 

14 CFR 91.119 Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119(d) 

allows helicopters to be operated at less than the minimums prescribed, provided the 

person operating the helicopter complies with any route or altitudes prescribed for 

helicopters by the FAA. As this exemption is for a sUAS that is a helicopter and the 

exemption requests authority to operate at altitudes up to 400 feet AGL, an exemption 

may be needed to allow such operations. As set forth herein, the sUAS will never 

operate at higher than 400 feet AGL without a COA specifically authorizing an altitude 

above 400 feet AGL. The equivalent level of safety will be achieved given the size, 

weight and speed of the sUAS as well as the location where it is operated. In addition, 

the low-altitude operations of the sUAS will ensure separation between these sUAS 

operations and the operations of conventional aircraft that must comply with Section 

91.119.

14 CFR 91.121 Altimeter Settings

This regulation requires each person operating an aircraft to maintain cruising altitude 

by reference to an altimeter that is set “...to the elevation of the departure airport or an 

appropriate altimeter setting available before departure.” As the sUAS may not have a 

barometric altimeter, but instead a GPS altitude read out, an exemption may be needed. 

An equivalent level of safety will be achieved by the operator, pursuant to the safety 

check list and live flight data monitoring, confirming the altitude of the launch site 

shown on the GPS altitude indicator before each flight. 

14 CFR 91.151(b) Fuel Requirements for Flight in VFR Conditions

Section 91.151(b) requires rotorcraft pilots to plan at least a 20 minute fuel reserve. The 

battery powering the sUAS provides approximately 20 to 23 minutes of flight. To meet 

the reserve requirement in 14 CFR 91.151(b), sUAS flights would be limited to less than 

3 minutes. Given the limitations on the sUAS’s proposed flight area and the location of

its proposed operations within a predetermined area, a longer time frame for flight in 

VFR conditions is reasonable. The applicant believes that an exemption from 14 CFR 

91.151(b) falls within the scope of prior exemptions. Operating the sUAS in a tightly 

controlled area with less than 20 minutes of reserve fuel does not engender the type of 

risks that Section 91.151(b) was intended to alleviate given the size and speed of the 

small UAS. Additionally, limiting sUAS flights to 3 mintues would geatly reduce the utility 

for which the exemption will be granted. The applicant believes that an equivalent level 

of safety can be achieved by prohibiting the PIC from beginning a flight unless 

(considering wind and forecast weather conditions) there is enough available power for 
the sUAS to conduct the intended operation and to operate after that for at least 5 

minutes or with the reserve power recommended by the manufacturer if greater. 

14 CFR 91.203(a) and (b) Carrying Civil Aircraft Certification and Registration

The regulation provides in pertinent part:

(a) Except as provided in § 91.715, no person may operated a civil aircraft unless 

it has within it the following:

(1) An appropriate and current airworthiness certificate...

(b) No person may operate a civil aircraft unless the airworthiness certificate 

required by paragraph (a) of this section or a special flight authorization issued under § 

91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or 

crew.

The sUAS fully loaded weighs no more than 55 pounds and is operated without an 

onboard pilot. As such, there is no ability or place to carry certification and registration 

documents or to display them on the sUAS.

An equivalent level of safety will be achieved by keeping these documents at the ground 

control point where the pilot flying the sUAS will have immediate access to them, to the 

extent they are applicable to the sUAS. 

14 CFR 91.405(a); 407(a)(1); 409(a)(2); 417(a) and (b) Maintenance Inspections

These regulations require that an aircraft operator or owner “shall have that 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...,” and others shall inspect or maintain the aircraft 

in compliance with Par 43. Given that these sections and Part 43 apply only to aircraft 

with an airworthiness certificate, these sections will not apply to the applicant. 

Maintenance will be accomplished by the operator pursuant to the flight manual and 

operating handbook. An equivalent level of safety will be achieved because these sUASs 

are very limited in size and will carry a small payload and operate only in restricted areas 

for limited periods of time. If mechanical issues arise, the sUAS can land immediately 

and will be operating from no higher than 400 feet AGL. The operator will ensure that 

the sUAS is in working order prior to initiating flight, perform required maintenance, and 

keep a log of any maintenance performed. Moreover, the operator is the person most 

familiar with the aircraft and best suited to maintain the aircraft in an airworthy 

condition to provide the equivalent level of safety.

An equivalent level of safety will be achieved because maintenance and inspections will 

be performed in accordance with the sUAS Manufacturer’s Manual, as referenced in the 

Aircraft Operations Manual (AOM). As provided in the FOM, the operator will ensure 
that the sUAS is in working order prior to initiating flight and perform required 

maintenance needed.

Small UAS information

sUAS’s to be used are as follows but not limited to providing they are within the scope 

of the exemption granted by the FAA:

1. DJI Phantom 3 Advanced (P3A)

https://dl.djicdn.com/downloads/phantom_3/en/Phantom_3_Advanced_User_Manual

__V1.6.pdf

2. DJI Phantom 3 Pro (P3P)

https://dl.djicdn.com/downloads/phantom_3/en/Phantom_3_Professional_User_Manu

al__V1.6.pdf

3. DJI Phantom 3 4K

https://dl.djicdn.com/downloads/phantom_3_4k/en/Phantom_3_4K_User_Manual_V1.

0_en.pdf

4. DJI Inspire 1 

https://dl.djicdn.com/downloads/inspire_1/en/Inspire_1_User_Manual_en_v2.0_1218.

pdf

5. DJI Inspire 1 Pro/Raw

http://dl.djicdn.com/downloads/inspire_1_pro/en/Inspire_1_Pro_User_Manual_en_v1.

0_1201.pdf

6. DJI Spreading Wings S1000+

http://dl.djicdn.com/downloads/s1000_plus/en/S1000_Plus_User_Manual_v1.2_en.pdf

7. DJI Spreading Wings S900

http://dl.djicdn.com/downloads/s900/en/S900_User_Manual_v1.2_en.pdf

8. DJI Matrice 100

http://download.djiinnovations.com/downloads/dev/Matrice/en/M100_User_Manual_v1.4__en.pdf

9. 3DR SOLO

https://3drobotics.com/wp-content/uploads/2015/11/v8_11_20_15.pdf

10. 3DR IRIS

https://3drobotics.com/wp-content/uploads/2014/04/IRIS-Operation-Manual-v6.pdf
11. 3DR X8-M

https://3drobotics.com/wp-content/uploads/2014/10/X8M-Operation-Manual-v1.pdf