U.S. Department of Transportation, Docket Operations West Building Ground Floor, Room W12-140 1200 New Jersey Avenue, SE Washington, DC 20590

Paolo Wilczak Aerograph, LLC 1715 Dogwood Ln Boulder, CO 80304

303-960-2756 wilczak.paolo@gmail.com

October 3, 2015

To whom it may concern,

Aerograph, LLC respectfully requests exemptions from several provisions of Title 14 of the Code of Federal Regulations (C.F.R.) in order to permit the usage of small unmanned aerial systems (sUAS) to provide videography and photography services for real estate, agricultural surveillance, and infrastructure inspection. One motivation for this request is to demonstrate the safety awareness of Aerograph, LLC in aerial photography and videography. The exemption would allow Aerograph, LLC to satisfy the increasing demand from our clients safely.

Background Information Aerograph, LLC is in the business of providing aerial digital content to our increasing number of potential clients. We have developed detailed operation procedures that speak to our understanding of safety. Our clients demand a high level of competence to minimize risks to their businesses due to the fact that flying sUAS can be dangerous unless done professionally and systematically.

Operation Categories:
-Real Estate -Agricultural Inspection -Construction site inspection -Utility Inspection Aerograph, LLC intends to use digital photographs and video capture to inspect such

infrastructure.

Regulatory Basis for Exemption Request In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the public interest. The FAA has imposed a separate requirement in its procedural regulations,

Page of 1 15providing that the petitioner shall explain why granting the exemption would not adversely affect safety or how the exemption would provide at least an equivalent level of safety as compliance with the underlying regulation. In the case of Aerograph, LLC an exemption would be in the public interest as it would allow for the development of new commercial applications of sUAS while maintaining a high level of safety in the emerging aerial imaging industry. The demand for aerial photography, videography, and infrastructure inspection is increasing rapidly. Using sUAS is far safer than using traditional aircraft. Reducing the number of traditional aircraft flying at low altitudes to capture photos is in the best interest of the public. Also, using sUAS can eliminate labor intensive and precarious jobs. For inspection and analysis of infrastructure, workers are required to go out on structures which can be a dangerous task. The job can be done just as effectively and much more safely using a sUAS. For example, a wind turbine blade can be examined for erosion and pitting using sUAS which would avoid the need for a person to climb out on the blades of a turbine. Structures can be analyzed much more frequently using sUAS. More frequent inspections can help eliminate problems before they become serious and potentially dangerous, ultimately adding to public safety.

Additionally, the sheer amount of assets and the widely dispersed locations – in many instances

far from sizable population centers – means that visual inspection in all instances by company personnel can be inefficient. Aerial analysis by traditional fixed wing aircraft is impractical because the required altitudes for safe flight reduce visibility below meaningful levels – it is simply not possible to see all asset anomalies from such heights. Helicopters present better vantage points; however manned helicopters are much more costly, have increased human safety concerns, and carry highly explosive jet fuel, making them impractical for deployment. By using sUAS for asset evaluation, Aerograph, LLC will be able to significantly upgrade its capability to detect and address infrastructure issues . Granting an exemption would allow Aerograph, LLC to conduct infrastructure inspections commercially in a

safe and reliable manner.

Granting an Exemption will not Adversely Affect Safety

Granting an Exemption will not adversely affect safety. Aerograph, LLC intends to operate over controlled land, during daylight hours, below 200 feet. Operations are intended to be held away from congested areas and airports in order to minimize risk. If an operation is inside a 4 mile radius of an airport or heliport, the control tower and airport management will be notified and Aerograph, LLC must comply with the requests of the airport personnel. If the personnel of the airport deny the request of Aerograph, LLC to conduct aerial operations in the location specified, the operation will be terminated. The area in which operations are held are owned by the client and are generally secured. For example, wind energy plants are secured from public access. Therefore, while the operation is underway, everyone who has access to the area can be accounted for and notified to avoid certain areas where the sUAS is flying. The operations will generally be conducted under 100 feet above the highest structure in the flight area. Therefore, the risk of collision with a traditional aircraft is minimal. Also, interference with other sUAS is not an issue because Aerograph, LLC only allows for 1 sUAS to be in flight at a specific location

Page of 2 15at a time. Moreover, since the area is secured, no other sUAS will be in the airspace of the operation.

An approval of the exemptions stated in this document will increase safety by reducing risks. Traditional operations require that a jet or piston powered aircraft fly to the location and back carrying large amounts of weight and large amounts of combustable fuel. One of the lightest helicopters on the market, the Robinson R22, weighs in at around 1,000 lbs. Even as one of the lightest, the weight of the R22 is distinctively more than a sUAS weighing under 55 lbs. If a sUAS were to fail and crash, the damage would be orders of magnitude smaller than if a traditional helicopter were to have an emergency. The sUAS will carry no pilot or crew so the risks of manned human flight are eliminated. The sUAS don’t pose a threat to national security because of the small size and carrying capacity of the sUAS. The pilots of sUAS may be subject to screening by the Department of Homeland Security if it is believed that sUAS operated by Aerograph, LLC pose a threat to national security.

The operation of small UASs, conducted in the strict conditions described in the Aerograph, LLC operations procedure and rules section, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a controlled environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

Aerograph, LLC Operations Procedure and Rules Overview Aerograph, LLC uses an operation procedure and a list of rules when conducting an operation. The rules and flight procedures are enforced by Aerograph, LLC management. Pilots who exhibit misjudgment or misunderstanding of these rules and flight procedures are suspended from active client duty until they are re-evaluated and show that they are worthy to pilot a sUAS under the Aerograph, LLC name. Pilots who exhibit misjudgment or misunderstanding a second time are subject to removal from pilot duty at Aerograph, LLC.

Aerograph Pilot Training Procedures and Requirements Each person who is to become a pilot in command (PIC) of Aerograph, LLC sUAS, will have to complete a training program described below.

Pilot Training Program Overview Pilots will have to demonstrate proficiency in the control of at least 2 different sUAS listed below though 3 phases of training

• “The Electrohub”

• DJI Phantom Professional

• DJI Inspire 1

Page of 3 15*S pecifications of the DJI Professional is given in Appendix B.

*S pecifications of the DJI Inspire 1 is given in Appendix C.

Aircraft specifications and descriptions are located in Appendix B and Appendix C. Aerograph, LLC intends to solely own 3 different sUAS and operate 2 different sUAS commercially. An addition to this petition must be submitted if any additional sUAS are to be used in operation.

Phase 1 Training The purpose of phase 1 training is to determine that pilots are capable of flying sUAS without flight automation features. The “Electrohub” is used solely as a training aircraft. The aircraft has the ability to turn off the advanced flight automation features. The “Electrohub” can simulate a

failure of automation features. Pilots are trained on the “Electrohub” so that if either of the DJI’s flight automation were to fail during and operation, the pilot would be able to maintain control of the aircraft and bring it safely to the ground. Also, we strongly believe that pilots first must understand how the sUAS functions at its most basic operation settings before they can fly competently with the automated flight of the DJI Phantom and DJI Inspire. Pilots must complete a minimum time of 20 hours in the last 90 days before they are allowed to progress to Phase 2 of training. While 20 hours is the minimum, pilots who don’t show required levels of competency will not be authorized to progress to Phase 2 of training.

Phase 2 Training The purpose of phase 2 training is to apply the flight skills learned in Phase 1 to meaningful inspection operations. Pilots who successfully progress through Phase 1 will begin training on the DJI Phantom Professional or the DJI Inspire. At our training facility, pilots in training will practice capturing inspection video capture and photographs of infrastructure. Pilots in training will complete a series of infrastructure inspections that involve different variables and vary in level of difficulty. Pilots in training must complete a minimum of 10 hours in the last 90 days on the DJI Phantom or DJI Inspire before they are considered to be advanced to Phase 3 of training.

Phase 3 Training Phase 3 training is a shadowing period. Pilots who complete Phase 1 and Phase 2 then shadow an operational pilot for a minimum of 5 operations. The purpose of phase 3 is to finally submerge the pilots into real operations in which the Operation Procedure must be carefully

executed.

Key Operational Procedure Steps (1) Aerograph, LLC requires that the area of operation be inspected a minimum of 3 days before the scheduled time of flight, and a maximum of 30 days before the scheduled time of flight. The PIC must be active and present at the inspection. Other personnel may attend to assist with the inspection. Personnel look for potential hazards such as proximity to congested areas and power lines. Additionally, takeoff and landing points must be established during the inspection.

Page of 4 15(2) After the inspection, but before the flight, an intended flight plan must be drafted by the PIC

in collaboration with the the visual observer

. (3) Upon arrival to the flight area, a brief inspection of the flight path must be conducted to ensure that no new hazards have developed along the intended path of flight. (4) The PIC may commence the flight based on his/her discretion. The decision is mainly influenced by safety. Pilots are instructed to terminate all operations if either the visual

observer or the PIC believes that the safety of any person, animal, or structure is jeopardized. (5) Once the sUAS gathers all of the required information, no additional flights will be conducted. The client and all of the area’s active personnel must be informed that flight operations have ceased and normal duty may continue.

Key Operational Rules (1) The sUAS must not exceed 55 pound including energy sources and data collection equipment. (2) The sUAS must not be flown higher than 400 feet above ground level. (3) The sUAS must not be flown if wind gusts exceed 20 knots. (4) The sUAS must not be flown at speeds that exceed the manufacturer’s specifications. (5) Only one sUAS may be in flight at one specific time. (6) A visual observer must be present throughout the entire flight and maintain visual line of sight with the sUAS. (7) The PIC must make the fight information accessible to the client upon request. (8) The PIC must ensure that the sUAS is in full operational condition based upon the manual provided by the manufacturer. If the sUAS is not fully capable of flying safely, the PIC must terminate the operation until the problem is resolved. (9) If a sUAS is to be repaired, it must undergo a test flight prior to functioning in an operation. (10) All maintenance must be recorded in an Aerograph, LLC information storage system. (11) The sUAS may not be operated unless each and every person in the flight area is accounted for and is aware of the operation of the sUAS. (12) Each sUAS operation must have a planned completion with a minimum of 25% power remaining in the battery. (13) All batteries that are not mounted inside the sUAS must be stored in a fire-safe storage

container. (14) The operator may not be in a moving vehicle (15) The operation must not be conducted during night (16) An operator must record in an Aerograph, LLC database prior to operation: -Dates and times of all flights

-Name and contact information for PIC and visual observer -Proof of permission from the land owner to authorize sUAS operations -Signature from exemption holder or representative -Description of intended flight

Page of 5 15Regulatory Provisions From Which Aerograph, LLC Seeks and Exemption

Aerograph, LLC believes that it may need exemption from the following provisions in order to conduct the operations discussed.

333 Exemption Status 14 C.F.R. § 91.119 (c) 14 C.F.R. § 91.121 14 C.F.R. § 91.151 (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. § 91.417(a) 14 C.F.R. § 61.113 (a) and (b)

The Extent of Requested Relief and the Reasons Relief is Needed

Section 333 Aircraft Exemption Status Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the requirement for an airworthiness certificate based on a consideration of the size,weight, speed, operational capability of the particular UAS, as well as its proximity to airports and populated areas. An analysis of these criteria demonstrates that the sUAS operated without an airworthiness certificate in the areas and under the conditions contemplated by Aerograph, LLC will be at least as safe, if not safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the conditions proposed in this request.

The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively within a controlled area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by the operator and observer. Operations will be conducted in compliance with the FAA and with local public safety requirements to provide security for the area of operation as is now done with conventional equipment. These safety enhancements provide an expanded degree of safety to the inspectors over conventional operations. 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 and inability to carry a substantial external load.

Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, this 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 333 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

Page of 6 15particular sUAS. In all cases, an analysis of these criteria demonstrates that the UAS 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.

14 C.F.R. § 91.119 (c)

§ 91.119 - Minimum Safe Altitudes: General

Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes.

——- (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or

structure.

———- The relief that Aerograph ,LLC requires is from the minimum altitudes in § 91.119 (c). Relief is required because operations of multi-rotor sUAS and fixed wing sUAS shall not be conducted above 500 feet because operation above 500 feet is impractical and poses higher risk for collision with traditional aircraft and potential loss of line of sight between the spotter and the sUAS. Additionally, The land on which the operation will be conducted is owned by the client and is secured so that all personnel and infrastructure are accounted for before the flight of the sUAS. Therefore, the risk of injury or damage to property is minimal. Aerograph, LLC does not plan to operate sUAS in congested areas so exemption from paragraph (b) is not required.

14 C.F.R. § 91.121

§ 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.”

———

The sUAS does not contain a barometric altimeter, but instead a GPS. Therefore an exemption from § 91.121 is needed. Safety will not be compromised because the operator of the sUAS will confirm that the GPS readout is set to zero before each and every flight and that the system is fully functional in order to ensure that the safety of the operation is not compromised. The sUAS

Page of 7 15has an onboard digital GPS that sends a downlink to the pilot through a digitally encoded

telemetric data feed.

14 C.F.R. § 91.151 (a) and (b)

§ 91.151 (a) and (b) - Fuel Requirements for Flight in VFR conditions

(a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that

for at least 30 minutes

——— (b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.

——— Aerograph, LLC does not intend to fly beyond line of sight and therefore doesn’t need a time based excess fuel requirement. The flights are preplanned and take into account weather conditions which will allow the sUAS to arrive at the planned landing spot with a percentage of electric fuel remaining in the battery. Aerograph, LLC flight policy requires that all flights must have a planned finish with a minimum of 25% power remaining in the battery of the sUAS so that there is plenty of reserve power to safely bring the sUAS to a landing in case of and

emergency.

14 C.F.R. § 91.405(a), § 91.407(a) (1), § 91.409(a)(2), § 91.417(a)

§ 91.405 - Maintenance Required

Each owner or operator of an aircraft – (a) 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

————

§ 91.407 - Operation after maintenance, preventive maintenance, rebuilding, or alteration.

(a) No person may operate any aircraft that has undergone maintenance, rebuilding, or

alteration unless – (1) It has been approved for return to service by a person authorized under §43.7 of this chapter

.

————

Page of 8 15§ 91.409 - Inspections

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

Aerograph, LLC believes that exemptions from these three maintenance requirements is necessary because the FAA has not established maintenance standards for sUAS. Also, there are no persons authorized by the FAA to conduct maintenance on sUAS. All maintenance of the sUAS will be conducted by Aerograph, LLC. The aircraft will not be flown if there is any factor that jeopardizes the airworthiness of the sUAS. The sUAS undergoes a examination prior to every flight, as stated in the flight operation procedure. Because of the technical impossibility of meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a)&(b), we believe an exemption from these provisions is appropriate.

14 C.F.R. § 61.113 (a) and (b)

§ 61.113 - Private pilot privileges and limitations: Pilot in command

(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. (b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire.

———-

Aerograph, LLC specially trains pilots for the operation of our sUAS. These persons will not hold commercial pilot licenses. Without an exemption, the pilot would be required to hold a commercial pilot certificate under § 61.113 . However, operation of the sUAS is far safer than traditional aircraft. The sUAS is operated far below altitudes than traditional aircraft operate. In addition, the area in which the sUAS operates is controlled solely by Aerograph, LLC and its client. The sUAS will not carry property for compensation or hire.

Page of 9 15I respectfully submit this petition on behalf of Aerograph, LLC Please don’t hesitate to contact me with any questions, concerns, or updates. Cheers,

Appendix A Summary for Federal Register Publication

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register should the FAA determine that publication is needed.

Petitioner: Aerograph , LLC

Sections of 14 C.F.R. Affected:

333 Exemption Status 14 C.F.R. § 91.119 (c) 14 C.F.R. § 91.121 14 C.F.R. § 91.151 (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. § 91.417(a) 14 C.F.R. § 61.113 (a) and (b)

Description of Relief Sought: Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 91.119(c), 91.121, 91.151(a) and (b), 91.405(a), 91.407(a)(1), 91.409(a)(2), 91.417(a) and (b), and 61.113(a) and (b)) to conduct sUAS operations over Aerograph, LLC client’s owned or controlled land, solely during daylight hours, to assist in the safe evaluation and analysis of infrastructure and operations. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and airports. Aerograph, LLC expects that in most instances, the sUAS will be flown less than 100 feet above the highest structure along the path of the sUAS and in no instances will be flown higher than 400 feet above the ground. Accordingly, the risk of

interference with other aircraft is minimal.

Page of 10 15Appendix B

Specifications of the DJI Phantom Professional

AircraftAircraft Weight (Including Battery And Propellers): 1280g Diagonal Size (Including Propellers): 590 mm Max Ascent Speed: 5 m/s Max Descent Speed: 3 m/s Hover Accuracy: Vertical: +/- 0.1 m (when Vision Positioning is active) or +/- 0.5 m Horizontal: +/- 1.5 m Max Speed 16m/s (ATTI mode, no wind)

Max Altitude Above Sea Level: 6000 m Operating Temperature: 0°C to 40°C

GPS Mode: GPS/GLONASS

CameraCamera Sensor: Sony EXMOR 1/2.3” Effective pixels: 12.4 M (total pixels: 12.76 M) Lens: FOV 94° 20 mm (35 mm format equivalent) f/2.8, focus at ∞ ISO Range: 100-3200 (video) 100-1600 (photo) Shutter Speed: 8s -1/8000s Image Max Size: 4000 x 3000 Still Photography Modes: Single Shot Burst Shooting: 3/5/7 shots Auto Exposure Bracketing (AEB): 3/5Bracketed Frames at 0.7EV Bias Time-lapse Video Recording Modes: UHD: 4096x2160p 24/25, 3840x2160p 24/25/30

Page of 11 15FHD: 1920x1080p 24/25/30/48/50/60 HD: 1280x720p 24/25/30/48/50/60 Supported SD Card Types: Micro SD: Max capacity: 64 GB. Class 10 or UHS-1 rating required Max Bitrate of Video Storage: 60 Mbps Supported File Formats: Photo: JPEG, DNG Video: MP4, MOV (MPEG-4 Operating Temperature: 0°C to 40°C

GimbalGimbal Controllable Range: Pitch -90° to +30° Stabilization: 3-axis (pitch, roll, yaw) Vision Positioning Max Velocity: Less than 8 m/s (when 2 m above ground) Altitude Range: 30 cm-300 cm Operating Range: 30 cm-300 cm Operating Environment: Surface with clear pattern and adequate lighting (Lux > 15)

RemoteRemote Controller Operating Frequency: 2.400 GHz-2.483 GHz Max Distance: 2000m (outdoors and unobstructed) Battery: 6000 mAh LiPo 2S Receiver Sensitivity (1%PER): -101 dBm ±2 dBm Transmitter Power (EIRP): FCC: 20 dBm

CE: 16 dBm Working Voltage: 1.2 A @7.4 V Battery Charger Voltage: 17.4 V

Rated Power: 100 WBatteryIntelligent Flight Battery Capacity: 4480 mAh Voltage: 15.2 V Battery Type: LiPo 4S Energy: 68 Wh Net Weight: 365 g Max Flight Time: Approximately 23 minutes Operating Temperature: -10°C to 40°C

Page of 12 15Appendix C

Specifications of the DJI Inspire 1

AircraftWeight (Battery Included): 2935 g Hovering Accuracy (GPS Mode): Vertical: 0.5 m/Horizontal: 2.5 m Max Angular Velocity: Pitch: 300°/s Yaw: 150°/s Max Tilt Angle: 35° Max Ascent Speed: 5 m/s Max Descent Speed: 4 m/s Max Speed: 22 m/s (ATTI mode, no wind) Max Flight Altitude: 4500 m Max Wind Speed Resistance: 10 m/s Max Flight Time: Approximately 18 minutes

Motor Model: DJI 3510 Propeller Model: DJI 1345 Indoor Hovering: Enabled by default Operating Temperature Range: -10° to 40° C Diagonal Distance: 559 to 581 mm

Dimensions: 438x451x301 mm Power Spectral Density: 9.06mW/MHz

GimbalModel: ZENMUSE X3 Operating Current: Station: 750 mA/Motion: 900 mA

Page of 13 15Angular Vibration Range: ±0.03° Mounting: Detachable Controllable Range: Pitch: -90° to +30°/Pan: ±320° Mechanical Range: Pitch: -125° to +45°/Pan: ±330° Max Controllable Speed: Pitch: 120°/s Pan: 180°/s

CameraModel: FC350

Total Pixels: 12.76M

Effective Pixels: 12.4M Image Max Size: 4000x3000 ISO Range: 100-3200 (video)/100-1600 (photo) Electronic Shutter Speed: 8s

- 1/8000s FOV (Field Of View): 94° CMOS: Sony EXMOR 1/2.3” Lens: 20mm (35mm format equivalent)f/2.8 focus at ∞ - 9 Elements in 9 groups - Anti-distortion Still Photography Modes: Single shoot - Burst shooting: 3/5/7 frames - Auto Exposure - Bracketing (AEB): 3/5 bracketed frames at 0.7EV Bias - Time-lapse Video Recording Modes: UHD (4K): 4096x2160p24/25, 3840x2160p24/25/30 FHD: 1920x1080p24/25/30/48/50/60 HD: 1280x720p24/25/30/48/50/60 Max Bitrate Of Video Storage: 60 Mbps Supported File Formats: FAT32/exFAT - Photo: JPEG, DNG - Video: MP4/MOV (MPEG-4 AVC/H.264) Supported SD Card Types: Micro SD - Max capacity: 64 GB. Class 10 or UHS-1 rating required. Operating Temperature Range: 0° to 40° C

Remote ControllerOperating Frequency: 5.725~5.825 GHz - 2.400~2.483 GHz Transmitting Distance (Outdoor And Unobstructed): 2 km EIRP: 10dBm@900m, 13dBm@5.8G, 20dBm@2.4G Video Output Port: USB, mini-HDMI Power Supply: Built-in battery Charging: DJI charger Dual User Capability: Host-and-Slave connection

Mobile Device Holder: Tablet or Phone

Max Mobile Device Width: 170mm Output Power: 9 W Operating Temperature Range: -10° to 40° C Storage Temperature Range: Less than 3 months: -20° to 45° C - More than 3 months: 22° to 28° Charging Temperature Range: 0-40° C Battery: 6000 mAh LiPo 2SChargerModel: A14-100P1A Voltage: 26.3 V

Page of 14 15Rated Power: 100 W Battery(Standard)- Name: Intelligent Flight Battery

Model: TB47 Capacity: 4500 mAh Voltage: 22.2 V Battery Type: LiPo 6S High voltage battery Energy: 99.9 Wh Net Weight: 570 g Operating Temperature Range: -10° to 40° C Storage Temperature Range: Less than 3 months: -20° to 45° C - More than 3 months: 22° C to

28° C Charging Temperature Range: 0° to 40° C Max Charging Power: 180 WVision PositioningVelocity Range: Below 8 m/s (2 m above ground) Altitude Range: 5-500 cm Operating Environment: Brightly lit (lux > 15) patterned surfaces Operating Range: 0-250 cm

Page of 15 15