August 19, 2015

Exemption No. 12506

Regulatory Docket No. FAA−2015−1725

Mr. Drew F. Van Duren

1365 Peacock Court

Templeton, CA 93465

Dear Mr. Van Duren:

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

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

including the date it ends.

By letter dated May 8, 2015, you petitioned the Federal Aviation Administration (FAA) for an 

exemption. You requested to operate an unmanned aircraft system (UAS) to conduct aerial 

photography, videography, and remote sensing research and development.

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

the regulations that the petitioner seeks an exemption.

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

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

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

Airworthiness Certification

The UAS proposed by the petitioner is a DJI Phantom 2 Vision+.

The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

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

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

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

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

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 
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14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

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

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection1. The FAA has issued grants of 

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

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

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

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

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

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

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

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

by this exemption is in the public interest.

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

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

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

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

11213 also apply to the situation you present; and 

• A grant of exemption is in the public interest.

Our Decision

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

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

delegated to me by the Administrator, Mr. Drew F. Van Buren is granted an exemption from 

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

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

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

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

Conditions and Limitations

In this grant of exemption, Mr. Drew F. Van Buren is hereafter referred to as the operator.

 

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. 

Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF 

analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by 

instruments aboard the UA.
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Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Phantom 2 

Vision+ when weighing less than 55 pounds including payload. Proposed operations 

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

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

not permitted. 

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

exemption holder may use either groundspeed or calibrated airspeed to determine 

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

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

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

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

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

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

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

U.S. driver’s license.

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

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

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

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

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

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

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

required of the VO.

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

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

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

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

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

limitations in this exemption and the procedures outlined in the operating documents, 

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

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

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 
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operator must also present updated and revised documents if it petitions for extension 

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

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

the operator must petition for an amendment to its grant of exemption. The FAA’s 

UAS Integration Office (AFS−80) may be contacted if questions arise regarding 

updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation 

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

a functional test flight prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

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

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

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

prohibited from operating until the necessary maintenance has been performed and the 

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

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

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

aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer 

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, 

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

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

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

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

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

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

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

operated under this exemption, including evasive and emergency maneuvers and 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption 

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

to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet 

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

18. If the UAS loses communications or loses its GPS signal, the UA must return to a 

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

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

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

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

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

power recommended by the manufacturer if greater.

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

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

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

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

22. All aircraft operated in accordance with this exemption must be identified by serial 

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

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

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

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

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

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

official upon request.

24. The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

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

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and

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

for operating closer to those objects and the PIC has made a safety assessment of 

the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

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

nonparticipating persons under this exemption.

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical 

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

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

reported to the National Transportation Safety Board (NTSB) per instructions 

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

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

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

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

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

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

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

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

must include at least the following:

a. Dates and times for all flights;

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

under this grant of exemption;

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

the UAS;

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

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

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

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

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

g. Signature of exemption holder or representative; and

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

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

essential to accomplish the operation.

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

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

exemption holder’s MPTOM.

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

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

parts 45, 47, 61, and 91.

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

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service

Enclosures
May	8,	2015

US.	Department	o	f	Transportation,	Docket	Operations

West	Building	Ground	Floor,	Room	w12-140

1200	New	Jersey	Avenue,	SE	Washington,	DC	20590	

Subj:	Petition	 for	Exemption	to	Operate	the	DJI	Phantom	2	Vision	Plus	Quad-Copter	Unmanned	

Aerial	System	for	Commercial	Aerial	Sensing	and	Data	Collection Purposes	

Dear	Sir	or	Madam:	

The	 purpose	 of	 this	 letter	 is	 to	 petition	 the	 Federal	 Aviation	 Administration	 for	 an	exemption	

from	 certain	 Federal	 Aviation	 Regulations	 in	 order	 for	 the	 petitioner,	 Drew	 F.	 Van	 Duren,	 to	

operate	 an Unmanned	 Aerial	 System	 (UAS)	 within	 California	 central	 coast	 region	 (San	 Luis	

Obispo,	Santa	Barbara	and	Monterey	Counties)	of	the	National	Airspace	System,	in	furtherance	

of	 his	 activities as	 a	 building (real	 estate	 and	 engineering)	 photographer	 and	 aeronautical	

engineer.	 Mr.	 Van	 Duren	 is	 well	 acquainted	 with	 the	 risks	 that	 come	 with	 the	 privilege	 of	

operating	 an	 aircraft	 in	 the	 United	 States,	 but	 also	 with	 the	 opportunities	 available	 via	 new	

unmanned	 flight	 technology.	 He	 holds	 a	 Private	 Pilot	 Certificate and	 has	 logged	 180	 hours	 of	

flight	time	in	single-engine,	land- rated	aircraft.	He	also	has	more	than	50	hours	of	logged	flight	

time	 of	 that	 particular	 unmanned	 aircraft	 that	 is	 the	 subject	 of	 this	 Petition.	 	He	 also	 holds	 a	

degree	in	Aeronautical	Engineering,	has	extensive	knowledge	of	UAS	operations and	has	directly	

supported	 the	 FAA	 UAS	 Integration	 Office	 in	 the	 development	 of	 robust	 communications	

security	requirements	for	UAS	operations	in	the National	Airspace	System.		As	an	aerial	sensing	

expert,	 photographer	 and	 engineer,	 the	 petitioner	 would	 like	 to	 combine	 the	 benefits	 of	 an	

unmanned	 aviation	 platform	 with	 his	 profession	 to	 further	 the	 opportunities	 for	 safe,	 costeffective	aerial	imaging	services	for	the	public	at	large.	

Accordingly,	and	pursuant	 to	14	CFR	§§	11.61-.103	and	Section	333	of	 the	FAA	Modernization	

and	 Reform	 Act	 of2012,	 PL	 112-95	 (Feb.	 14,	 2012),	 the	 petitioner	 is	 submitting	 the	 following	

information	with	this	request:	

Identity	of	Petitioner.

Petitioner:	

Drew	Van	Duren

1365	Peacock	Court

Templeton,	CA	93465
Description	of	Operations.

A.	The	UAS	that	is	the	Subject	of	this	Petition.	

Mr.	Van	Duren	is	the	owner	of	a	DJI	Phantom	2	Vision	Plus	Aerial	Kit	unmanned	aircraft	with	a	

serial	number	of	PH645488153 and	its	associated	portable	ground	station	controller	 (together	

the	"Subject	UAS").	The	Subject	UAS	is	a	quad-copter	with	a	camera	mounted	beneath	it,	piloted	

via	 a	 portable	 ground	 station.	 It	 has	 an	 empty	 weight	 of	 approximately	 1,000	 grams,	 and	 a	

maximum	weight	of	1,300 grams,	with	the	camera	and	3-axis	gimbal mounted	as	payload.	The	

Phantom	 2	 is	 a	 widely	 known	 unmanned	 aircraft,	 and	 is	 the	 same	 type	 of	 aircraft	 that	 was	

recently	 the	subject	of	 the	grant	of	an	exemption	by	 the	FAA.	See	In	 re	Douglas	Trudeau,	FAA	

Exemption	No.	11138	 (Jan.	5,	2015) and	 re	Daniel	Achatz,	FAA	Exemption	No.	11434	 (Apr.	27,	

2015).	

The	 portable	 ground	 station	 used	 by	Mr.	 Van	 Duren	 to	 pilot	 the	 unmanned	 aircraft	 is	 a	 twochannel,	wireless	communication	device	using	an	FCC-compliant	5.8GHz	frequency	band for	the	

video	 link,	 and	 a	 2.4	 GHz	 transmitted.	 The	 two	 frequency	 bands	 interoperate	 well	 for	

simultaneous	 vehicle	 command	 and	 control	 and	 payload	 operations.	 The	 Subject	 UAS	 is	

equipped	with	lost-link	capability,	which	enables	 the	Phantom	2	 to	enter	a	 fail-safe	Return-toHome	Mode	in	the	event	that	the	link	fails	to	provide	command	authority.

The	Subject	UAS	can	operate	for	a	total	of	approximately	20	minutes	on	one	battery	charge.	It	

has	a	maximum	range	from	the	ground	station	of	2,300	feet.	However,	it	also	has	programmable	

height	and	radius	limits	to	establish	an	operations	area.	Without	programming	the	Subject	UAS,	

it	has	a	default	height	limit	of	393	feet	AGL.	

B.	The	UAS	Pilot	in	Command.	

Mr.	Van	Duren	began	flying	as	a	student	pilot	at	age	17	in	1990.	He	conducted	his	flight	training	

at	Hayward	air	terminal	in	the	San	Francisco	bay	area.	He	was	issued	his	private	pilot	certificate	

in	 July	of	1990.	As	of	 the	date	of	 this	letter,	he	has	180	hours	of	accumulated	 flight	 time,	has

obtained	basic	instrument	flight	and aerobatics	training.	

Mr.	 Van	 Duren	 has	 never	 been	 subject	 to	 an	 FAA	 enforcement	 action.	 Nor	 has	 he	 ever	 been	

involved	with	an	aircraft	accident	or	incident.

With	regard	 to	 the	Subject	UAS,	Mr.	Van	Duren	has	made	numerous	 flights	as	a	hobbyist,	and	

has	accumulated	more	than	50	hours	of	flight	time	with	the	Subject	UAS.	 He	has	thousands	of	

hours	of	hobby-related	flight	time	of	fixed	wing,	rotor	and	multi-rotor	Radio	Control	aircraft.

In	addition,	Mr.	Van	Duren	is	a	graduate	in	aeronautical	engineering	from	California	Polytechnic	

State	University,	is	an	expert	in	aircraft	guidance,	navigation	and	control,	and	in	his	professional	

duties	 has	 performed	 extensive	 risk	modeling	 and	 development	 of	 secure,	 cryptographic	UAS	
Command-and-Control	 communications	 requirements	 for	 the	 FAA	 UAS	 Integration	 Office	 and	

RTCA.

C.	UAS	Operating	Parameters	and	Intended	Mission	Profile.	

Mr.	 Van	 Duren is	 a engineering	 entrepreneur	 and	 additionally	 holds	 a	 California	 Real	 Estate	

license.	 	 He	 performs	 a	 variety	 of	 photographic	 work,	 video	 production	 and	 remote	 sensing	

research	and	development.

The	majority	of	the	petitioner's	operations	will	be	conducted	in	and	around	the	central	coast	of	

California	 supporting	 the	agricultural	and	 real	estate	industries.	He	intends	 to use	 the	Subject	

UAS	 to	conduct	aerial	photography	 for	real	estate	brokers	and	agricultural	 remote	 sensing	 for	

the	central	coast	and	central	valley	wine-growing	region.		

Most	 operations	 would	 be	 flown	 in	 the	 southern	 San	 Francisco	 (SSF)	 Sectional	 Chart and	

northern	 Los	 Angeles	 (SLA)	 Sectional	 chart.	 	 The	 operations	 may	 be	 conducted	 at	 various	

locations	in	the	area	during	the	period	that	the	exemption	would	be	in	effect.		Due	to	the	wide	

geographic	 range	 of	 intended	 operations,	 there	 are	 not	 specific	 locations	 intended	 for	

operation.

Mr.	Van	Duren would	adopt	with	the	following	UAS	Operating	Parameters:	

# Topic Parameter

1 Operating	Ceiling	

and	Range

All	 missions	 will	 be	 conducted	 below	 400'	 AGL,	 and	 within	 a	 radius	

distance	of	800'	from	the	portable	ground	station.

2 Mission	

Definition

Each	mission	will	consist	of	one	flight

3 Point	of	Origin	

and	Warnings

Mr.	 Van	 Duren	 will	 establish	 a	 fixed	 location	 (home	 point)	 where	 he	

will	be	positioned	with	the	portable	ground	station,	and	where	he	will	

post	a	 sign	near	 the	ground	 station	 stating,	"Aerial	 Photography	and	

Data	Collection	in	Progress- Remain	Back	150	feet."

4 Pilot-InCommand	&	Line	

of	Sight	

Operations

Mr.	Van	Duren	will	act	as	the	pilot	in	command	and	will	have	direct	line	

of	sight	visual	observation of	the	aircraft	at	all	times,	and	operate	only	

within	visual	line	of	sight.	He	will	conduct	all	operations	under	his	own	

personal	 and	 flight	 safety	 protocols,	 and	 post	 a	 sign	 near	 his	 control	

station.	

5 Proximity	to	

Structures

In	 terms	 of	 proximity	 to	 the	 residence	 or	 structure	 being	

photographed,	Mr.	Van	Duren	may	operate	in	a	close	proximity	to	the	

structure,	and	in	 some	cases	as	close	as	 25'	away	 from	 the	 structure.	

When	 that	 happens,	 he	 will	 operate	 at	 less	 than	 two	 miles	 per	 hour	

and	 operate	 parallel	 flight	 to	 the	 structure	 walls,	 making	 the	 risk	 of	

collision	almost	negligible.

6 Lost	Link	

Procedures

Prior	 to	 the	 start	 of	 a	 flight,	Mr.	 Van	Duren	 will	 activate	 and	 use	 the	

UAS's	 global	 positioning	 system	 flight	 safety	 procedure	 and	 lost-link	

function	settings to	ensure	return	of	the	aircraft	in	the	event	of	a	lost	
link	 or	 compromised	 or	 degraded	 communications	 between	 ground	

station	and	aircraft.	

7 Reserve	Flight	

Time

On	each	mission,	the	aircraft	will	return	to	the	control	pad	with	no	less	

than	five 5	minutes	of	battery	power	remaining.	

8 Typical	Flight	

Time

Each	mission	will	last	for	no	more	than	twenty	minutes	of	flight	time.	

9 Controlled	

Airspace	

Operations	and	

Permissions

In	the	event	that	any	mission	would	ever	occur	within	the	airspace	of	a

specific	 airport	 (e.g.,	 if	 the	 operation	 will	 involve	 photographing	 a	

residence or	 performing	 agricultural	 scanning located	 in	 class	 D	

airspace) or	 controlled	 airspace,	 Mr.	 Van	 Duren	 shall	 obtain	 the	

permission	 of	 that	 control	 tower	 to	 operate	 in	 that	 airspace	 or	 from	

the	appropriate	control	authority.	

10 Controlled	

Airspace	

Operations	and	

Permissions

In	the	event	that	any	mission	will	occur	within	five	miles	of	an	airport,	

Mr.	 Van	 Duren	 shall	 ensure	 the	 airport	 is	 notified	 of	 the	 estimated	

flight	 time,	 flight	 duration,	 elevation	 of	 flight,	 and	 pertinent	

information.	

11 Weather Mr.	 Van	 Duren	 will	 conduct	 all	 flights	 in	 permissible	 weather,	 and	

during	hours	from	BMNT	to	EENT.	

12 Secure	

Communications

Mr.	Van	Duren	will	enable	 the	VPN	 (Virtual	Private	Network)	 function	

to	 establish	 a	 full	 duplex,	 encrypted	 and	 data-origin	 authenticated	

between	the	subject	UAS	and	ground	station.		This	function	is	designed	

to	 mitigate	 the	 potential	 for	 malicious	 or	 accidental	 3rd party	

commands	to	be	sent	to	the	subject	UAS.

13 Visual	Observer	 Mr.	Van	Duren	will	utilize	a	Visual	Observer	 (VO)	to	assist	in	all	Visual	

Line	 of	 Sight	 (VLOS)	 operations.	 	 The	 VO	 will	 be	 co-located	 with	 Mr.	

Van	Duren,	the	Pilot	in	Command.

14 Flight	Operation	

Documents

Mr.	 Van	 Duren	 will	 maintain	 accessibility	 of	 all	 Operating	 documents	

during	flight	operations.

15 Maintenance	and	

Alterations

Following	 maintenance	 or	 alterations	 on	 the	 subject	 UAS,	 Mr.	 Van	

Duren,	as	Pilot	in	Command,	will	perform	a	functional	flight	test	of	the	

vehicle.		Flight	tests	will	be	performed	with	the	VO	and	remain	at	least	

500	ft.	from	other	people.	

16 Aircraft	Identifier	

and	Markings

Mr.	Van	Duren	will	operate	the	subject	aircraft identified	by	its serial	

number	markings	(registered	in	accordance	with	14	CFR	part	47),	and	

have	identification	(N−Number)	markings	in	accordance	with	14	CFR	

part	45,	Subpart	C.	

Specific	Sections	of14	CFR	From	Which	Petitioner	Seeks	an	Exemption.	

Mr.	Van	Duren seeks	an	exemption	from	the	following	FARs:	

14	CFR	Part	21,	Subpart	H	 Certification	procedures	for	products	and	

parts,	Airworthiness	Certificates

14	CFR	Part	36	 Noise	standards:	Type	and	airworthiness

14	CFR	§	45.23 Display	of	marks;	general	
14	CFR	Part	61 Certification:	Pilots,	flight	instructors,	and	

ground	instructors

14	CFR	§	91.7 Civil	aircraft	airworthiness

14	CFR	§	91.9 Civil	aircraft	flight	manual,	marking,	and	

placard	requirements	

14	CFR	§	91.103 Preflight	action

14	CFR	§	91.105 Flight	crewmembers	at	stations

14	CFR	§	91.109 Flight	instruction

14	CFR	§	91.119 Minimum	safe	altitudes

14	CFR	§	91.121 Altimeter	settings

14	CFR	§	91.151	 Fuel	requirements	for	flights	in	VFR	

conditions	

14CFR§91.173 ATC	clearance	and	flight	plan	in	IFR	

conditions

14	CFR	§	91.203 Civil	aircraft:	Certifications	required	

14	CFR	§	91.207 Emergency	locator	transmitters

14	CFR	Part	91,	Subpart	E	 Maintenance	

The	Extent	of	Relief	Sought,	and	Reasons	for	Seeking	the	Exemption.	

14	 CFR	 Part	 21,	 Subpart	 H.	 Part	 21	 establishes	 the	 procedures	 for	 issuance	 of	 certificates	 of	

airworthiness,	as	mandated	by	49	U.S.C.	§	44704.	Under	Section	333	and	49	U.S.C.	§	44701(b),	

the	 FAA	 may	 exempt	 aircraft	 from	 airworthiness	 certification.	 The	 petitioner	 requests	 an	

exemption	 from	 the	 requirements	 of	 this	 Part	 because	 the	 size,	 weight,	 speed,	 operational	

capability	and	proximity	to	airports	in	which	the	Subject	UAS	pose	significantly	less	of	a	risk	that	

the	risks	posed	by	conventional	aircraft.	Manned	aircraft	pose	risks	to	the	life	and	safety	of	the	

crew;	that	is	not	a	consideration	with	the	Subject UAS.	Risks	to	third	parties	are	also	minimized	

given	 the	lightweight	and	 slow	 speed	at	which	 the	Subject	UAS	would	 operate.	Nor	are	 there	

risks	of	fuel	spillage	or	fire	in	the	event	of	an	accident.	Thus	Mr.	Van	Duren	 requests	 that	

the	FAA	waive	the	requirement	that	the	Subject	UAS,	particularly	the	aircraft	portion,	require	an	

airworthiness	certificate.	

14	 CFR	 Part	 36. FAR	 Part	 36,	 Subparts	 A,	 F	 and	 0,	 establish	 certain	 noise	 standards	 for	

certification	of	various	aircraft	types.	Because	the	Subject	UAS	would	not	have	an	airworthiness	

certificate,	 and	 given	 its	 small	 size	 and	 negligible	 noise	 impact,	 the	 petitioner	 requests	 an	

exemption	from	FAR	Part	36.	

14	 CFR	 §	 45.23. FAR	 Part	 45.23	 establishes	 marking	 requirements	 for	 aircraft;	 paragraph	 (b)	

mandates	that	the	registration	number	be	displayed	in	letters	not	less	than	two	inches	in	height.	

The	 Subject	 UAS	 is	 small	 enough	 that	 it	 cannot	 accommodate	 the	 type-size	 requirement.	

Accordingly,	Mr.	Van	Duren requests	an	exemption	from	this	part.	

14	 CFR	 Part	 61. FAR	 Part	 61	 sets	 forth	 the	 certification	 requirements	 for	 pilots.	

SubpartEestablishestheprivilegesandlimitationsforholdersofaprivatepilotcertificate.	 The	

petitioner	 requests	 an	 exemption	 that	 would	 allow	 him	 to	 operate	 the	 Subject	 UAS	 for	
compensation	or	hire	as	part	of	his	aerial	photography	business	for	the	reasons	articulated	in	In	

re	Trudeau,	F	A	A	Exemption	No.	11138,	and	In	re	Astraeus,	F	A	A	Exemption	No.	11062.	Mr.	Van	

Duren will	operate	 the	Subject	UAS	over	property	where	 the	owner	or	owner's	 representative	

has	requested	 that	 the	operation	occur.	Furthermore,	as	a	holder	of	a	private	pilot	certificate,	

Mr.	Van	Duren is	an	Airman	who	meets	the	knowledge	base	and	skill	level	for	operating	an	UAS.	

He	 thus	 requests	 and	 exemption	 from	 the	 requirement	 that	 he	 hold	 a	 commercial	 pilot	

certificate	and	anything	other	than	a	Third	Class	Medical	certificate or	valid	state-issued	driver’s	

license.	

14	 CFR	§	 91.7. Under	FAR	91.7,	no	person	may	operate	an	aircraft	unless	it	is	in	an	airworthy	

condition.	To	the	extent	that	"airworthy"	is	defined	as	requiring	an	airworthiness	certificate,	the	

petitioner	 would	 request	 an	 exemption	 from	 this	 FAR	 for	 the	 same	 reasons	 identified	 in	 his	

request	 for	 an	 exemption	 of	 14	 CFR	 Part	 21,	 Subpart	 H.	 He	 will	 not,	 however,	 operate	 the	

Subject	UAS	if	it	is	not	in	a	condition	for	safe	flight,	as	required	under	FAR	91.7(b).	

14CFR§91.9. PetitionerrequestsexemptionfromtherequirementofFAR91.9,which	requires	that	all	

aircraft	 have	 certain	markings,	 placards	 and	 on-board	 flight	manuals	 for	the	 same	 reasons	 as	

stated	in	his	request	 fro	exemption	under	14	CFR	Part	21,	Subpart	H,	and	 for	a	deviation	 from	

the	marking	requirements	of	14	CFR	Part	36,	Subparts	A,	F,	and	0.	

14	CFR	§	91.103. FAR	91.103	mandates	certain	pre-flight	action.	Petitioner	will	take	all	necessary	

pre-flight	action,	but	requests	an	exemption	from	this	requirement	insofar	as	it	is	interpreted	as	

requiring	 pre-flight	 actions	 appropriate	 to	 manned	 aircraft	 only	 (e.g.,	 that	 flights	 be	 from	 an	

airport,	etc.).	

14	 CFR	 §	 91.105. FAR 91.105	 mandates	 that	 crewmembers	 be	 at	 designated	 stations,	 have	

safety	belts	fastened,	etc.	Petitioner	would	be	at	a	designated	ground	station	for	each	mission,	

but	requests	an	exemption	to	accommodate	the	fact	that	the	Subject	UAS	is	unmanned.	

14	CFR	§ 91.109. This	FAR	requires	that	all	flight	instruction	be	conducted	in	aircraft	that	have	

dual	controls,	or	 throw-over	controls,	with	an	instructor.	From	 time	 to	 time	 the	petitioner	will	

conduct	 his	 own	 refresher	 training,	 but	 requests	 an	 exemption	 insofar as	 this	 FAR	 would	 be	

interpreted	to	require	that	the	ground	control	station	have	a	second	controller	or	dual- control	

capability.	

14	 CFR	 §	 91.119. FAR	 91.119	 sets	 forth	 the	 minimum	 safe	 altitudes	 over	 various	 areas.	

Petitioner	 requests	 an	 exemption	 from	 this	 this	 FAR	 in	 order	 to	 accomplish	 the	 intended	

function	of the	mission	for	which	he	seeks	an	exemption.	

14	 CFR	 §	 91.121. FAR	 91.121	 mandates	 various	 altimeter	 settings	 in	 order	 to	 maintain	 level	

flight.	 Petitioner	 requests	 and	 exemption	 from	 this	 FAR	 as	 the	 Subject	 UAS will	 not	 have	 an	

altimeter	 that	 matches	 the	 requirements	 of	 this	 FAR. Operations	 with	 the	 Subject	 UAS will,	

however,	maintain	altitude	below	the	300'	AGL	ceiling	by	the	petitioner	monitoring	the	altitude	

of	 the	UAS	and	 through	 the	Subject UAS's	ability	 to	establish	a	 flight	zone	 that	cannot	exceed	

the	ceiling.	
14	 CFR	 §	 91.151. Petitioner	 requests	 an	 exemption	 from	 the	 VFR-flight	 fuel	 carrying	

requirements	 because	 the	 Subject	 UAS	 will	 operate	 on	 battery	 power.	 Operations	 with	 the	

Subject	UAS	will,	however,	maintain	a	five-minute	reserve	battery	time.	

19	 CFR	 §	 91.173. Petitioner	 requests	 an	 exemption	 from	 the	 IFR-clearance	 requirement	 for	

flights	 into	 controlled	 airspace.	 It	 is	 possible	 Mr.	 Van	 Duren may	 operate	 the	 Subject	 UAS	 in	

conditions	 that	 are	 IFR	 within	 controlled	 airspace	 (e.g.,	 a	 flight	 on	 a	 day	 with	 less	 than	 three	

miles	visibility	in	a	neighborhood	that	falls	within	the	Class	D	airspace	of	KBFI).	He	would	request	

that,	after	contacting	ATC	 for	the	controlled	airspace,	he	would	be allowed	to	operate	in	what	

might	 be	IFR	 conditions,	 but	where	 he	 still	 has	 complete	and	 unfettered	line	 of	 sight	visibility	

with	the	Subject	UAS.	

14	CFR	§	91.203. FAR	91.203	requires	that	a	civil	aircraft	have	an	airworthiness	certificate	and	a	

registration	certificate.	Mr.	Van	Duren requests	that	he	be	exempt	from	complying	with	this	FAR	

insofar	 as	 it	 mandates	 issuance	 of	 an	 airworthiness	 certificate,	 for	 the	 reasons	 stated	 in	 his	

request	for	an	exemption	under	14	CFR	Part	21,	Subpart	H.	

14	CFR	§	91.207. FAR	91.207	prohibits	operation	of	a	US-registered	aircraft	unless	it	is	equipped	

with	an	emergency	locator	transmitter.	Given	the	limited	distance	of	flights	of	the	Subject	UAS,	

Mr.	Van	Duren requests	and	exemption	from	this	FAR.	

14	CFR	Part	91,	Subpart E. FAR	91,	Subpart	E	requires	that	owners	or	operators	of	aircraft	have	

the	 aircraft	 inspected	 at	 certain	 intervals,	 and	 by	 certain	 mechanics.	 Petitioner	 requests	 an	

exemption	from	this	Subpart	because	the	Subject	UAS	has	a	trouble-shooting	and	maintenance	

program	 that	 is	 best	 executed	 by	 the	 owner/operator,	 and	 is	 simply	 different	 from	 the	

maintenance	of	manned	aircraft.	Petitioner	will,	however,	maintain	a	maintenance	log	and	any	

maintenance	records	of repair	of the	Subject	UAS.	

Public	Interest	and	Benefit	Considerations.	

Aerial	 imaging	 services	 generally	 require	 use	 of	 a	 manned	 platform.	 Close-proximity	 aerial	

photography	 is	 difficult	 to	 do,	 and	 usually	 requires	 the	 use	 of	 a	 helicopter	 or	 slow-moving	

aircraft	at	an	appropriate	distance	over	a	populated area.	The	operation	must	be	conducted	in	

VFR	conditions,	and	adds	aircraft	in	congested	airspace.	

By	 using	 the	 Subject	 UAS,	 Mr.	 Van	 Duren aims	 to	 provide	 the	 public	 with	 quality	 aerial	

photography	 services	 at	 a	 fraction	 of	 the	 cost	 involved	 with	 manned	 flight.	 Furthermore,	 the	

risks	 inherent	 with	 manned	 flight	 are	 significantly	 reduced	 where	 the	 aircraft	 conducting	 the	

operation	 is	 less	 than	 five	 pounds,	 remains	 below	 300'	 AGL,	 and	 can	 operate	 within	 a	 very	

confined	cylinder	on	or	directly	over	the	location	being	photographed.	Finally,	as	a	certificated	

airman,	 he	 has	 the	 knowledge	 and	 experience	 to	 conduct	 a	 safe,	 efficient	 flight	 operation	 in	

furtherance	 of	 his	 primary	 occupation.	 Thus	 the	 public	 will	 be	 better	 served	 by	 having	 more	

affordable	aerial	imaging	options	available,	and	through	an	operation	that	is	being	conducted	by	

an	FAA-certificated	airman.	
Why	the	Exemptions	Would	Not	Adversely	Affect	Safety.	

The	proposed	operations	will	not	adversely	affect	safety	for	four	primary	reasons.	

First,	 the	 operations	 will	 be	 conducted	 in	 airspace	 where	 there	 is	 typically	 no	 activity	 among	

other	users	of	the	NAS.	Flights	are	limited	to	property	over	which	the	owner	has	requested	that	

the	Subject	UAS	operate,	so	the	owners	will	be	aware	of the	flight	operation. As	a	pilot	himself,	

Mr.	Van	Duren fully	recognizes	the	dangers	that	a	small	UAS could	pose	to	all	types	of	manned	

aircraft.	 The	 operations	 he	 is	 proposing	 to	 undertake	 pending	 approval	 of	 this	 Exemption	

Request	are	 operations	where	manned	aircraft	will	 not	 fly.	There	 would	 be	 a	 rigid	 separation	

between	 where	 a	 manned	 aircraft	 can	 fly	 (particularly	 due	 to	 FAR	 91.119	 which	 establishes	

minimum	safe	altitudes,	to	include	an	absolute	prohibition	of	operating	an	aircraft	within	500'	of	

any	structure)	and	where	Mr.	Van	Duren would	operate	the	UAS.	

Second,	the	Subject	UAS	is	simply	not	a	large	aircraft.	Weighing	in	at	a	maximum	of	five	pounds	

fully	loaded,	the	likelihood	that	it	would	damage	property	or	injure	a	person	is	not	low,	even	in	

the	event	of	a	mishap.	Furthermore,	aerial	imaging	is	still	something	done	via	manned	aircraft,	

and	the	risk	there	is	at	least	equal	to	the	risk	posed	by	the	proposed	operation.	

Third,	the	Subject	UAS	has	inherent	lost-link	capabilities	to	bring	it	back	to	its	operating	base	for	

each	mission.	It	is	a	redundant	system	for	a	more	foreseeable	problem	that	could	arise.	

Fourth,	the	Subject	UAS	will	be	operated	only	by	the	petitioner.	Mr.	Van	Duren is	a	certificated	

pilot	 with	 sufficient	 flight	 time	 and	 experience	 with	 the	 aircraft	 to	 conduct	 a	 reasonably	 safe	

operation.	

Language for	Inclusion	in	the	Federal	Register.	

Mr.	Van	Duren proposes	that	the	following	language	be	included	in	the	Federal	Register:	

Petition for	Exemption.	

Federal	Aviation	Regulations	from	which	Petitioner	seeks	exemption:	14	CFR	14	CFR	Part	

21,	Subpart	H;	Part	36;	§	45.23;	Part	61;	§§	91.	7;	91.9;	91.103;	91.105;	91.109;	91.119;	

91.121;	91.151;	91.173;	91.203;	91.207;	and	14	CFR	Part	91,	Subpart	E.	

Description	 of Relief Sought:	 The	 petitioner	 is	 seeking	 an	 exemption	 from	 the	 abovereferenced	 Federal	 Aviation	 Regulations	 to	 conduct	 aerial	 photography and	 data	

collection using	a	light,	unmanned	aerial	vehicle	for	real	estate	and	agricultural	sensing	

purposes	in the	California	central	coast area.	
Conclusion.	

Mr. Van	Duren thanks the	FAA	for	considering	his request.	Please	contact	the	petitioner should	

there	be	a	need	for	additional	information.	

Respectfully	Submitted,	

Drew	F.	Van	Duren

Petitioner	
Exhibit	A:		Components	of	the	Subject	UAS,	Nomenclature	and	Operating	Instructions

The	 following	 list	 identifies	 components	 of	 the	 subject	 UAS	 per	 the	 Phantom	 2	 Vision	 Plus	

Operating	Manual	 (current	version	is	V1.8,	dated	 Jan.	2015) and	additional,	extra	components	

procured	for	its	use.

# Item	– (Description)

1 UAS	– Subject	UAS	possesses	an	integrated,	but	replaceable	gimbal	and	camera

2 Propeller	 Pairs	 (4) – All	 are	 self-tightening	 – 2	 tighten	 Clockwise,	 2	 tighten	 CounterCockwise

3 Micro-SD	Card – Inserted	in	the	aircraft	Micro-SD	Slot

4 Lens	Cap – Lens	cover for	integrated	HD	camera

5 Gimbal	Clamp – Attached	to	gimbal	to	prevent	pan/tilt	motions	when	not	flying

6 Propeller	Wrench	

7 Remote	 Control – Includes	 holder	 for	Mobile	 Device	 and	WiFi	 range	 extender.	 	 Remote	

control	unit	possesses	self-contained,	rechargeable	batteries

8 DJI	 Smart	 Flight	 Battery – Lithium-Ion	 battery,	 rechargeable	 and	 removable	 from	 the	

aircraft

9 Charger – Charger	 for	 DJI	 Smart	 Flight	 Battery.	 	 Adaptive	 to	 110-240	 Volt	 input	 charge	

voltage.

10 Power	Cables – Cables	for	Charger

11 Plug	Adapters – Adapters	for	international	support

12 Micro-USB	Cable – Used	for	1)	Connecting	subject	UAS	to	computer	for	firmware	updates,	

2)	Charging	 range	extender,	and	3)	Connecting	 to	Phantom	2	Vision	Plus	camera	payload	

for	downloading	imagery.

13 Manuals	 – Includes:	Disclaimer,	 Phantom	 Pilot	Training	Guide,	 Phantom	 2	Vision	+	Quick	

Start	Guide	and	Manual

14 Stickers	

15 Anti-Drop	Kit		

16 Spare	Screws	– Motor	and	body	fastening	screws

17 Landing	Pad	– Foam	mounts	to	cushion	the	landing	gear	

18 Propeller	 Guards - (not	 included	 with	 original	 aircraft)	 Add-on	 propeller	 guards	 provide	

extra	protection	to	rotating	propellers	in	the	event	of	an	external	object	or	ground	strike.	

Phantom	2	Vision	+	Operations	(per	Phantom	2	Vision	+	Quick	Start	Guide)
The	 following	 instructions	 are	 from	 the	 subject	 UAS	 Quick	 Start	 Guide.	 	 Explanatory	

details	may	be	 found	in	 the	latest	Phantom	2	Vision+	User	Manual.		Current	version	is	

1.8,	dated	January,	20151 which	is	consistent	with	the	latest	firmware	versions.

1. Start

• View	tutorials:		http://www.dji.com/phantom2visionplus/training

• Search	 DJI	 Vision*	 in	 the	 App	 Store	 or	 Google	 Play.	 	 Download,	 then	 launch	 and	

register	for	a	DJI	account.

• Ensure	 the Smart	 Flight	 Battery,	 Range	 Extender	 and	 Remote	 Control	 are	 fully	

charged

• Important:	For	SAFETY	reasons	please	watch	the	tutorials,	read	the	disclaimer	and	

manuals	thoroughly	before	using	this	product

o DJI	VISION	App	supports	the	Phantom	2	Vision	and	the	Phantom	2	Vision+.		

It	is	compatible	with	iOS	and	Android	devices

o See	 steps	 3,	 4,	 5	 for	 checking	 battery	 levels.	 	 Refer	 to	 user	 manual	 for	

charging.

2. Preparing	Phantom	2	Vision	+

• Remove	the	gimbal	clamp,	the	lens	cap	and	the	four	warning	cards	from	motors

• Screw	the	propellers,	clockwise	for	grey	nuts	and	anti-clockwise	for	black	nuts,	onto	

the	 four	 motors.	 	 Be	 sure	 to	 match	 the	 black	 propeller	 nuts	 with	 the	 black	 dot	

motors

• Make	sure	your	Smart	Flight	Battery	and	Micro-SD	card	are	inserted	correctly

• Important:	Remove	gimbal	clamp	before	powering	on.

3. Preparing	Remote	Control

• Twist	the	Mobile	Device	Holder	to	face	outwards	and	fix	in	position

• Be	sure	S1	and	S2	are	stitched	to	the	upper	most	position.		Push	the	Power	Switch	

to	the	right	to	power	on	the	Remote	Control.		The	LED	will	go	green	if	the	Remote	

Control	is	functioning.		The	Battery	Level	Indicators	display	the	current	battery	level.

• Important:	 A	 red	 blinking	 and	 a	 continuous	 beeping	 from	 the	 Remote	 Control	

indicate	 LOW	 BATTERY	 VOLTAGE.	 	 Recharge	 the	 Battery	 when	 there	 is	 only	 one	

LED	blinking.

4. Powering	On	Smart	Flight	Battery

• Press	 the	 circular	 power	 button	 once,	 then	 press	 again	 and	 hold	 for	 2	 seconds	 to	

power	on	the	Smart	Flight	Battery

• Rear	LED	Flight	Indicators	light	up	to	indicate	flight	status:

o Slow	Green	Flashing.		Ready	to	Fly	(GPS)

o Slow	Yellow	Flashing.		Ready	to	Fly	(Non-GPS)

o Fast	yellow	flashing.		Remote	control	signal	lost.

o Fast	red	flashing.		Smart	Flight	Battery	level	warning.

• Important:

1. Press	circular	power	button	once	to	check	battery	level

																																																							 1 http://download.djiinnovations.com/downloads/phantom_2_vision_plus/en/Phantom_2_Vision_Plus_User_Manual_v1.8_en.pdf
2. Front	LEDs	light	up	until	motors	start	up

3. Refer	to	the	LED	Flight	Indicator	card	attached	or	user	manual	for	more	details

5. Powering	On	Range	Extender/Linking	Camera

• Toggle	 power	 switch	 to	 ON	 position.	 	 SYSTEM	 Indicator	 will	 blink	 green	 to	 show	

normal	operation

• Enable	 Wi-Fi	 on	 your	 mobile	 device	 then	 select	 Phantom_XXXXXX	 from	 Wi-Fi	

network	list.

• Tap	CAMERA icon	in	the	DJI	VISION	App	for	a	live	camera	view	to	ensure	the	camera	

is	linked,	then	clip	your	mobile	device	into	the	Mobile	Device	Holder

• Important:	

1. If	 the	 POWER	 indicator	 is	 red,	 this	 means	 battery	 level	 is	 low.	 	 Charge	 your	

Range	Extender	by	Micro-USB	cable.

2. Only	if	both	Range	Extender	and	Smart	Flight	Battery	are	powered	on,	you	will	

be	able	to	link	the	camera.

6. Calibrating	Compass

• Always	calibrate	compass	before	your	flight

• Step	1:	To	enter	calibration	mode,	flip	S1	switch	rapidly	from	top	to	bottom	5	times

• Step	2:	Hold	Phantom	horizontally	then	rotate

• Step	3:	Hold	aircraft	vertically	with	nose	pointing	to	the	ground,	rotate	360	degrees	

around	 the	 center	 axis	 until	 Rear	 LED	 Flight	 indicators	 resume	 normal	 blinking	

patterns.

• If	rear	LED	Flight	Indicators	blink	red	and	yellow,	calibration	has	failed.		Re-calibrate	

by	repeating	Step	1-3	until	normal	blinking	begins.

7. Remote	Control	Settings

• The	Remote	Control	is	by	default	set	to	Mode	2	(left	hand	controls	throttle)

• Important:		You	can	use	PHANTOM	RC	Assistant	to	switch	it	to	Mode1	(right	hand	

controls	throttle)

8. Taking	off	(Outdoors)

• Place	 the	Phantom	2	Vision+	on	 flat	ground	in	an	open	space	with	Rear	LED	Flight	

Indicators	facing	you.

• Power	 on	 the	 Remote	 Control,	 the	 Range	 Extender	 and	 the	 Smart	 Flight	 Battery	

mounted	 in	 Phantom	 2	 Vision+.	 	 Make	 sure	 that	 the	 DJI	 VISION	 App	 is	 working	

properly.

• Start	 motors	 by	 pulling	 both	 control	 sticks	 to	 the	 bottom	 corners.	 	 Release	 sticks	

once	motors	start.	

• Wait	until	Rear	LED	Flight	Indicators	go	from	a	slow	yellow	blinking	to	a	slow	green,	

indicating	GPS	locked.	

• Slowly	push	the	left	(throttle)	stick	up	to	take	off.

• Important:	

1. Beginner	flyers	are	recommended	to	only	fly	when	the	slow	green	flashes

2. Rear	LED	Flight	Indicators	will	go	from	slow	yellow	flashing	to	slow	green	

flashing	if	more	than	6	GPS	satellites	have	been	found.

3. Never	stop	the	motors	during	flight	
9. Landing	(Outdoors)

• Pull	down	the	throttle	stick	to	descend.		The	stick	will	lock	into	place	and	the	aircraft	

will	descend	steadily.

• When	landing	on	the	ground,	pull	both	sticks	to	bottom	corners	to	stop	motors.

• Press	 the	 circular	 power	 button	 once,	 then	 press	 again	 and	 hold	 for	 2	 seconds	 to	

power	 off	 the	 Smart	 Flight	 Battery.	 	 Turn	 off	 the	 Remote	 Control	 and	 Range	

Extender.

• Important:

1. Land	only	on	flat	ground	in	open	spaces.

2. Stop	motors	immediately	after	landing.