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Guillermo Ortiz 

1914 Dakota Run Lane, Katy, Texas, 77493 

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Direct Phone: + 1 713 839 6513 

Email: guillermotortiz@gmail.com 

Docket Operations, M-30; U.S. Department of Transportation (DOT} 

1200 New Jersey Avenue, SE, Room W12-140, West Building Ground Floor 

Washington, DC 20590-0001 

FAA Petition; Guillermo Ortiz 

Page 1 of6 

December, 4th 2015 

Subject: Petition for Exemption from Certain Regulations per Section 333 of the FAA Reform Act and 

Part 11 ofthe Federal Aviation Regulations. 

Dear Sir or Madam: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) and 14 C.F.R. Part 

11, I hereby apply for an exemption from the listed Federal Aviation Regulations ("FARs") to allow business use 

(commercial operation) of its UAS, so long as such operations are conducted within and under the conditions 

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

I. INTRODUCTION 

I seek to operate UAS to conduct aerial photography for visual assessment of tall structures such as wind 

turbines, communications towers and flare stacks, as well as aerial photography for real estate marketing, event 

photography, and aerial sensor data collecting and processing. In support of its application, I submit a 3DR SOLO 

User Manual. 

Specific Regulations for which an exemption is sought: 

14 CFR 61.113 (a) 

14 CFR 91.7(a) 

14 CFR 91.119(b) & (c) 

14 CFR 91.121 

14 CFR 91.151 (a) 

14 CFR 91.405 (a) 

14 CFR 407 (a) (1) 

14 CFR 409 (a) ( 1) & (2) 

14 CFR 417 (a) & (b) 
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II. PROPOSED OPERATIONS DO NOT CREATE SIGNIFICANT HAZARDS 

FAA Petition; Guillermo Ortiz 

Page 2 of6 

The UAS I operate is the 3DR SOLO, an electric multi-rotor craft, weighing less than 55 lbs. including payload. 

3DR SOLO operates at a speed of no more than 55 mph (48 knots) and has the capability to hover, and/or move in 

a vertical and horizontal plane simultaneously. They will only be operated within visual line of sight (VLOS), remain 

under 400ft. above ground level, and will operate only over private property with permission of the owners of the 

property. During the proposed operations involving aerial inspection of structures and real estate, the site will be 

secured, and non-participants will be kept at least 500 feet away from the operation. Similarly, operations during 

event photography will occur at least 500 feet from all non-participants unless barriers or structures are present 

that sufficiently protect non-participants in the event of an accident or loss of control. I have enclosed a 3DR SOLO 

User Manual which discusses safety considerations, training, general operating procedures, technical specifications 

and limits. 

Ill. PROPOSED OPERATIONS ARE IN THE PUBLIC INTEREST 

The FAA recently issued a Grant of Exemption to FalconSkyCam for operations that are substantially similar to 

those proposed herein. Docket No. FAA-2014-0884 (used March 6, 2015). In issuing the Grant, the FAA noted that 

"the enhanced safety and reduced environmental impact achieved using a UAS 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." Accordingly, I respectfully request that the FAA grant the 

requested exemption without delay. 

IV. EQUIVALENT LEVEL OF SAFETY 

I propose that the exemption requested herein apply to civil aircraft that have the characteristics and operate 

with the limitations listed herein. These limitations, as listed below, provide for at least an equivalent or even 

higher level of safety to operations under the current regulatory structure. These limitations and conditions to 

which I agree to be bound when conducting commercial operations under an FAA issued exemption include: 

a. The UAS utilized will weigh less than 55 lbs. including payload. 

b. Flights will be operated during daylight hours, in visual meteorological conditions, and within visual line of 

sight (VLOS) of the PIC of the UAS. 

c. All operations will utilize a visual observer in addition to the operator. 

d. Maximum total flight time for each operational flight will be approximately 30 minutes, or when the Low 

Battery Warning activates. 
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V. EXEMPTIONS REQUESTED 

14 C.F.R. § 61 .113(a) and (b): Private v. Commercial Pilot Certificates 

FAA Petition; Guillermo Ortiz 

Page3 of6 

Sections 61.113(a) and (b) prohibit private pilots from operating an aircraft for compensation or hire. I 

propose I will have at least a sport pilot certificate. Operations will be conducted over private property, in a sterile 

area at least 500ft from all non-participants. For the reasons set forth in the FAA's grant of an exemption to 

Astraeus Aerial, I do not believe a commercial pilot certificate is necessary for the operations I intends to conduct. 

See, e.g., In the matter of the petition of Astraeus Aerial, Exemption No. 11062 (issued Sept. 25, 2014). For those 

reasons, I requests an exemption from 14 C.F.R. § 61.113(a) and (b). 

14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness 

Section 91.7 prohibits operation of an unairworthy aircraft, and places responsibility for airworthiness 

determinations on the pilot in command. The UAS will not have an airworthiness certificate, and there is no FAA 

regulatory standard for determining airworthiness of the UAS. Additionally, 3DR SOLO's User Manual set forth 

inspection and maintenance procedures to ensure airworthiness. For these reasons, and in accordance with the 

FAA's grant of an exemption from 91.7 to Total Safety U.S., Inc., I request an exemption from 14 CFR. § 91.7(a). 

See, e.g., In the matter of the petition ofTotal Safety U.S., Inc., Exemption No. 11156 (issued Jan. 29, 2015). 

14 C.F.R. §91.119(b) and (c): Minimum Safe Altitudes 

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119(b) prohibits aircraft in 

congested areas from flying less than 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet 

of the aircraft. To the extent that the structures I would be inspecting are considered to be in "congested areas," 

but operational procedures, and the size, weight and speed of the UAS, provide an equivalent level of safety such 

that operations conducted up to a maximum of 100 feet above said structure/obstacle and within a radius of 100 

feet of said structure/obstacle, should be allowed. The proposed structures to be inspected would be compliant 

with FAA obstruction marking and lighting regulations, therefore the proposed UAS operational boundaries would 

never overlap, intersect, or otherwise interfere with the safe altitudes as established within section 91.119(b) and 

therefore poses no threat to manned aircraft within "congested areas", as proposed. As described I will establish a 

500' buffer/sterile area for its operations that will exclude personnel not associated with the operations and 

exercise additional control over the sterile area as needed. Consequently, I believe these procedures will reduce or 

eliminate any potential adverse impacts to safety for operations in congested areas. Additionally, in the event of a 

communication failure between the PIC and the UAS, the 3DR SOLO is factory equipped and programmed to 

autonomously return to launch site and land itself unless communication link is reestablished and PIC takes 

manual control. I therefore request an exemption from 14 CFR § 91.119(b). 
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FAA Petition; Guillermo Ortiz 

Page4 of6 

Section 91.119 (c) prohibits operations in other than congested areas below 500 feet above the surface, or 

closer than 500 feet to any person, vessel, vehicle or structure. As this exemption is for a UAS that flies similarly to 

a helicopter and the exemption requests authority to operate at altitudes up to 400 AGL, an exemption may be 

needed to allow such operations. The equivalent level of safety will be achieved given the size, weight, speed of 

the UAS as well as the location where it is operated. As discussed above, the establishment of a sterile area, 

included safety buffers of 500 feet for personnel not associated with the operation. A 100 foot safety buffer will be 

in place for authorized personnel associated with the operation, unless the PIC determines a reduced buffer is 

essential to the current operation. I therefore request an exemption from Section 91.119(c) for all authorized 

personnel associated with the operation. The FAA Office of the Chief Counsel has indicated that whether an area is 

"congested" is determined on a case-by-case basis. See, e.g., June 18, 2012, Memorandum from Rebecca B. 

MacPherson; Assistant Chief Counsel for Regulations, to James E. Gardner, Manager; Flight Standards Division, "To 

what extent an operator can make a congested area uncongested." 

14 C.F.R. §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 UAS may have in addition to a barometric altimeter, an optical flow sensor, sonar, and 

LIDAR sensors onboard which are significantly more accurate than barometric altimeters. An exemption may be 

needed. 

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions 

Section 91.151 (a) prohibits an individual from beginning "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- (1) During the day, to fly after that for at least 30 minutes; or (2) At 

night, to fly after that for at least 45 minutes." Maximum total flight time for each operational flight will be no 

more than 25 minutes. Flights will be safely landed when the battery falls below its nominal voltage, should that 

occur prior to completion of the operation. The 3DR SOLO has an onscreen battery gauge which is continually 

monitored and a Low Voltage Warning which alerts when the battery reaches pre-determined levels. Should 

battery voltage fall below a preset minimum threshold, 3DR SOLO will autonomously return to launch site and land 

itself. For these reasons, I request an exemption from 14 C.F.R. § 91.151 (a). Similar exemptions have been granted 

to other operations, including Exemptions 2689F, 5745, 10673, and 10808. 

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

These regulations require that an aircraft operator or owner "shall have that aircraft inspected as prescribed in 

\,..1 subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, 
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FAA Petition; Guillermo Ortiz 

Page 5 of6 

have discrepancies repaired as prescribed in part 43 of this chapter ... ," and others shall inspect or maintain the 

aircraft in compliance with Part 43. As provided in 3DR SOLO User Manual, the operator will ensure that the UAS is 

in working order prior to initiating flight, perform required maintenance and inspections, and keep a log of any 

maintenance performed. 

VI. REGUlATIONS FOR WHICH EXEMPTIONS ARE UNNECESSARY 

The Federal Aviation Administration just issued a number of exemptions for UAS operations in filming of 

movies. In those exemptions, the agency noted that exemptions from certain regulations were not necessary, due 

to "the size, weight, speed and limited operating area associated with [the UASs] and its operation." 

Based upon the FAA's guidance and the fact that the 3DR SOLO is even smaller and slower than those 

proposed by the film-making industry, I believe exemptions from the following regulations are not necessary: 

14 C.P.R. Part 21, Subpart H: Airworthiness Certificates 

14 C.P.R.§ 45.23 (b): Marking of the Aircraft 

14 C.P.R. §91.7(b): Civil aircraft airworthiness 

14 C.P.R. §91.1 09: Flight instruction 

I also believe that an exemption from 14 C.P.R. § 91.103: Preflight Action, is not necessary. This regulation 

requires each pilot in command to take certain actions before flight to insure the safety of flight. An FAA approved 

rotorcraft flight manual will not be provided for the aircraft. An equivalent level of safety will be provided as set 

forth in the 3DR SOLO User Manual submitted as part of this request. The FAA has previously found that 

adherence to procedures contained in an applicant's operating documents demonstrate compliance with 14 C.P.R. 

§ 91.103, and therefore an exemption from the regulation was not necessary. See, e.g., In the matter of the 

petition ofTotal Safety U.S., Inc., Exemption No.11156 (issued Jan. 29, 2015). 

As detailed in 3DR SOLO's User Manual, PIC will take all actions including reviewing weather, flight battery 

requirements, landing and takeoff clearance distances and aircraft performance data before initiation of flight to 

ensure the safety of the flight. Consequently, in light of the agency's prior finding in Total Safety U.S., Inc., I do not 

believe an exemption from 14 C.F.R. § 91.103 are necessary. Pursuant to 14 C.P.R. Part 11, the following summary 

is provided for publication in the Federal Register, should it be determined that publication is needed: 

Guillermo Ortiz seeks an exemption from the following rules: 

14 C.P.R.§ 61.113(a) and (b); 91.7 (a); 91.119(b) and (c); 91.121; 91.151(a); 91.405(a); 91.407 (a) (1); 91.409 (a) (1) 

& (2) and 91.417 (a) & (b) to conduct aerial photography for structural assessment of tall structures such as wind 

turbines, communications towers and flare stacks, as well as aerial photography for real estate marketing and 

event photography. Approval of exemptions allowing commercial operations of UAS for these applications will 

enhance safety by reducing risk. Conventional means for performing these assessments require either physically 

V climbing the poles or towers, using ropes to rappel down the tower from the top of the tower, using high-reach 
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FAA Petition; Guillermo Ortiz 

Page6 of6 

man lifts to access the towers (limited reach), or using conventional helicopters operating at extremely low 

altitudes over the subject structure being photographed. These conventional means all pose risks to persons and 

property. In contrast, a UAS weighing less than 55 lbs. and powered by batteries, eliminates virtually all of that risk 

given the reduced mass and lack of combustible fuel carried on board. The UAS is carried to the project site and 

not flown. The UAS will carry no passengers or crew and, therefore, will not expose them to the risks associated 

with manned aircraft flights, ground-based aerial lift (bucket truck) operations, or manual climbing and inspection 

operations. The operation of small UASs, weighing less than 55 lbs., conducted in the strict conditions outlined 

above, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, 

including exempting me from the requirements of Part 21 and allowing commercial operations. These lightweight 

aircraft operate at slow speeds, and close to the ground, and, as a result, are far safer than conventional 

alternatives. 

Privacy 

All flights will occur over private or controlled access property with the property owner's prior consent and 

knowledge. Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012--size, weight, speed, 

operating capabilities, proximity to airports and populated areas and operation within visual line of sight and 

national security- provide more than adequate justification for the grant of the requested exemptions allowing 

commercial operation of proposed UAS to conduct aerial photography for structural assessment of tall structures 

such as wind turbines, communications towers and flare stacks, as well as aerial photography for real estate 

marketing and event photography. 

Best Regards, 

l:; ?I VJ ( . It,. ~ /t:u~&~~1'8 Guillermo T. Ortiz 

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Federal Aviation 

Administration 

Memorandum 

Date: 

To: 

From: 

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Jmtes E. Gard~Flight Standards Division, AGL-200 

~A.~a'::~~son, Assistant Chief Counsel for Regulations, 

AGC-200 

Prepared by: Alex Zektser, Attorney, AGC-220 

Subject: To what extent an operator can make a congested area uncongested 

This is in response to your October 6, 2011 memorandum requesting an interpretation as 

to whether an operator can make a congested area over which they are operating 

uncongested in order to avoid having to develop and file a congested area plan (CAP) 

required by 14 C.F.R. § 133.33. Your memorandum provides two factual scenarios, 

which are analyzed below. 

Subsection 133 .33( d)(l) requires the holder of a Rotorcraft External-Load Operator 

Certificate to develop a CAP and get that CAP approved by the local FAA Flight 

Standards District Office before conducting rotorcraft external-load operations over 

congested areas. The CAP requirements in§ 133.33(d)(l) do not trigger ifthe area over 

which the operation is conducted is not congested. 

The FAA has not defined the term "congested area" by regulation. 1 Instead, 

determinations of what constitutes a congested area are made on a case-by-case basis. 2 

Factors that are relevant to determining whether an area is congested include housing 

density, the presence of people, and whether buildings are occupied.3 With this in mind, 

we now tum to the specific facts set out in your scenarios. 

s~enario 1 

The first scenario in your memorandum is set out as follows: 

1 Letter to Leanne Simmons from Rebecca MacPherson, Assistant Chief Counsel for Regulations (Mar. 8, 

2010). 

2 Letter to Robert E. Anderson from Rebecca MacPherson (July 2, 2009). 3 /d. 
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The lift is conducted to place an air handler on a large building that is 

under construction. The building sits on a large lot that is surrounded by a 

parking lot .. It is being built in a small town in Wisconsin and surrounding 

the building and parking lot are residential areas, roads, and businesses. 

There are many different types of people working various types of trades 

surrounding the building and working on the structure. There is also a 

large amount of heavy lift and other construction type vehicles and 

machines on or around the building. 

For this scenario, you ask whether the construction foreman and/or person in control of 

the privately owned building can make the area "non-congested" by stopping the work 

and depopulating the area. 

The NTSB decision in Administrator v. Johnson4 is instructive for our analysis of this 

scenario.5 In Johnson, a pilot flew over a shopping plaza below the minimum altitude 

prescribed for a congested area. On appeal, the pilot argued that the plaza was not a 

congested area because at the time of the flight, the stores in the plaza had not yet opened 

for business, and thus, those stores did not have any people inside when the pilot flew 

over them. The NTSB rejected the pilot's argument, holding that "the commercial or 

business areas of a city" are inherently considered to be congested areas.6 Because the 

shopping plaza was in the commercial/business area of the city, it was inherently a 

congested area, and as such, it was irrelevant that the plaza did not have people inside it 

at the time of the flyover. 7 

Applying the above case to the facts of Scenario 1, in this scenario, a lift is conducted in a 

small town, in an area that is surrounded by residential areas and businesses. Based on 

this description, it appears that the lift will be conducted over the residential and 

commercial/business parts of town. As such, this scenario is similar to the facts that the 

NTSB examined in Johnson, and, as that decision pointed out, this part oftown is 

inherently a congested area. As the NTSB pointed out in Johnson, the presence or 

absence of people in certain parts town is irrelevant to their status as a congested area. 

Rather, it is the residential and/or commercial/business aspect of an area of town that 

makes that area congested because those parts of town have a high housing density. 

Because the area discussed in Scenario 1 is a residential/commercial/business part of 

town, that area is inherently congested, and it cannot be made uncongested by removing 

all the people from the area. 

Scenario 2 

The second scenario in your memorandum is set out as follows: 

4 3 N.T.S.B. 363 (1977). 

5 "While the Administrator is not bound by NTSB case law, the Administrator may follow it if it is 

persuasive." In the Matter of David C. Siddall, FAA Order No. 2008-9 (Oct. 7, 2008). 

Johnson, 3 N.T.S.B. at 365. 

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The lift is conducted over a privately owned large factory that is in normal 

operation. The factory sits on a very large lot that is approximately 1200 

feet from a busy road. There is an open field which leads to a residential 

area and a large parking lot on the remaining sides of the property. 

For this scenario, you ask whether the owner of the property and the operator can make 

the area "uncongested" by depopulating the factory and blocking the entrances and exits. 

You also ask whether, after it is uncongested, the area could become congested by people 

outside the area wandering in because they are attracted to the lift. Finally, you ask what 

type of impediments must be put into place by the operator to prevent people from 

wandering into the operation area. 

Unlike the previous scenario, the operation site in this scenario does not appear to be 

located in an inherently congested area such as a town's business district. Because the 

factory over which the operation will be conducted is not located near any other 

structures, the question of whether the factory is in a congested area turns on whether 

there is a possibility of people gathering in that area. 8 

Since a large number of people can gather in a factory, in order to make the area 

uncongested, the factory must be depopulated and people must be prevented from 

reentering the factory while the operation is taking place. In addition, the open field, 

parking lot, and busy road surrounding the factory also have the potential for becoming 

congested areas because they can contain large numbers ofpeople.9 Accordingly, if any 

part of the operation takes place over the open field, parking lot, and busy road described 

in Scenario 2, those areas would also need to be depopulated, and people must be 

prevented from entering the area until the operation is over. Finally, no part of the 

operation may take place over the residential area mentioned in Scenario 2 because, as 

discussed above, the residential area of town is an inherently congested area. 

Because an area is congested if it contains a large group of people, a depopulated 

uncongested area could potentially become congested if people wander into that area. 

The FAA's guidance provides one way to resolve this situation, which is by developing a 

contingency plan showing the means that the certificate holder intends to employ to 

maintain a sterile operation area. See FAA Order 8900.1, Vol. 3, Ch. 51, Sec. 6, 

3-4203(E)(2). The specific impediments put in place by the operator to maintain a sterile 

area would be specific to the operation area, but they should effectively block outside 

people from entering the operation area. 

8 See Simmons Letter (summarizing NTSB case law holding that operations near a large group of people 

are in a congested area). 9 See id; Siddall (finding that a busy road was a congested area). 

3 
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Exemption No. 11195 

UNITED STATES OF AMERICA 

DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

WASHINGTON, DC 20591 

1n the matter of the petition of 

FALCONSKYCAM 

for an exemption from part 21 subpart H, 

§§ 45.23(b), 61.113(a) and (b), 91.7(a), . 

91.9(b)(2), 91.109, 91.119, 91.121, 91.151(a), 

91.203(a) and {b), 91.205(b), 91.215, part 91 

subpart E of Title 14, Code ofFedera1 

Regulatory Docket No. F AA-2014-0884 

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~ 

GRANT OF EXEMPTION 

By letter dated October 22, 20141, Ms. Diana Cook, FalconSkyCam {hereinafter 

petitioner or operator), 1525 Graves Avenue, Apartment 123, El Cajon, California 92021, 

petitioned the Federal Aviation Administration (FAA) for an exemption part 21 subpart H, 

§§ 45.23(b), 61.113(a) and {b), 91.7(a), 91.9(b)(2), 91.109, 91.119, 91.121, 91.151(a), 

91.203(a) and (b), 91.205(b), 91.215, part 91 subpart E ofTitle 14, Code ofFederal 

Regulations (14 CFR). The exemption would allow the petitioner to operate the DJI Phantom 

2 unmanned aircraft system (UAS) to conduct aerial photography for real estate, surveying, 

marine photo and video, agriculture, and special events. 

The petitioner supports its request with the following information: 

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

including the regulations that the petitioner seeks an exemption. 

1 On February 6, 2015, and posted to the public docket, the petitioner responded to the FAA's Request for 

Infonnation. 

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The petitioner has provided the following information to support its request for an exemption: 

1) Phantom 2 User Manual v1.4 

2) Zenmuse H3-2D Gimbal User Manual v1.16 

3) Unmanned Aerial Vehicle and First Person View Pre-Flight Checklist 

The petition and the document above are hereinafter referred to as the operating documents. 

The FAA evaluated the petition and determined it was not precedent-setting. Therefore, a 

summary of the petition was not published in the Federal Register for public comment. 

The FAA's analysis is as follows: 

The FAA has organized its analysis into four sections: ( 1) Unmanned Aircraft Systems 

(UAS), (2) the UAS pilot in command (PIC), (3) the UAS operating parameters, and (4) the 

public interest. 

Unmanned Aircraft System (UAS) 

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 ofP.L. 112-95 in reference to 49 USC§ 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 14 CFR 

parts 21, and any associated noise certification and testing requirements of part 36, is not 

necessary. 

Manned helicopters conducting aerial photography and filming can weigh thousands of 

pounds or more and are operated by an onboard pilot, in addition to other onboard 

crewmembers, as necessary. The petitioner's unmanned aircraft (UA) will weigh less than 6 

lbs. with no onboard pilot or crew. The pilot and crew will be remotely located from the 

aircraft. The limited weight significantly reduces the potential for harm to participating and 

nonparticipating individuals or property in the event of an incident or accident. The risk to an 

onboard pilot and crew during an incident or accident is eliminated with the use of a UA for 

the aerial filming operation. 

Manned aircraft are at risk of fuel spillage and fire in the event of an incident or accident. The 

petitioner's UA carries no fuel, and therefore the risk of fire following an incident or accident 

due to fuel spillage is eliminated. 

This exemption does not require an electronic means to monitor and communicate with other 

aircraft, such as transponders or sense and avoid technology. Rather the FAA is mitigating the 

risk of these operations by placing limits on altitude, requiring stand-off distance from clouds, 

permitting daytime operations only, requiring that the UA be operated within visual line of 

sight (VLOS), utilizing a visual observer for all flights, and yielding right of way to all other 
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operations. Additionally, the exemption provides that the operator will request a notice to 

airmen (NOT AM) prior to operations to alert other users of the National Airspace System 

(NAS). These mitigations address awareness ofUAS operations occurring in the airspace. 

The petitioner's UAS has the capability to operate safely after experiencing certain in-flight 

contingencies or failures and uses an auto-pilot system to maintain UAS stability and control. 

The UAS is also able to respond to a loss of global positioning system (GPS) or a lost-link 

event with a pre-coordinated, predictable, automated flight maneuver. These safety features 

provide an equivalent level of safety compared to a manned aircraft performing a similar 

operation and mitigate the risk of command and control link failures. 

Regarding the petitioner's requested relief from 14 CFR § 45.23(b), Display of marks, 

because the petitioner's UAS will not be certificated under 14 CFR § 21.191, a grant of 

exemption for 14 CFR § 45.23(b) is not necessary. The petitioner's UA must be identified by 

serial number, registered in accordance with 14 CFR part 4 7, and have identification (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large 

as practicable per § 45.29(±). 

Regarding the petitioner's requested relief from 14 CFR Subpart E (§§ 91.401-417), the FAA 

has determined that relief from the following sections is required: 14 CFR §§ 91.405(a) 

Maintenance required, 91.407(a)( I) Operation after maintenance, preventive maintenance, 

rebuilding, or alteration, 91.409(a)(l) and (2) Inspections, and 91.417(a) and (b) 

Maintenance records. The FAA has evaluated the petitioner's request and determined that 

cause for granting the exemption is warranted. The FAA notes that the petitioner's operating 

documents contain preflight and post-flight checks for the UAS. The FAA finds that 

adherence to the operating documents, as required by the conditions and limitations below, is 

sufficient to ensure that safety is not adversely affected. In accordance with the petitioner's 

UAS maintenance, inspection, and recordkeeping requirements, the FAA finds that exemption 

from 14 CFR §§ 91.405(a), 91.407(a)(1), 91.409(a)(l) and (2), and 91.417(a) and (b) is 

warranted subject to the conditions and limitations below. 

UAS Pilot in Command (PIC) 

Regarding the petitioner's requested relief from 14 CFR § 61.113(a) and (b) Private pilot 

privileges and limitations, the petitioner proposes to operate its UAS with a pilot holding, at a 

minimum, a private pilot certificate and at least a current third-class medical certificate. 

Under current regulations, civil operations for compensation or hire require a PIC holding a 

commercial pilot certificate per 14 CFR part 61. Based on the private pilot limitations in 

accordance with pertinent parts of 14 CFR §61.113(a), with limited exceptions, a pilot 

holding a private pilot certificate cannot act as a PIC of an aircraft for compensation or hire. 

However, in Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA 

determined that a PIC with a private pilot certificate operating the Astraeus UAS would not 

adversely affect operations in the NAS or present a hazard to persons or property on the 

ground. 
V The FAA has analyzed the petitioner's proposed operation and has determined that it does not 

differ significantly from the situation described in Grant of Exemption No. 11062 (Astraeus 

Aerial). The petitioner plans to operate over private property with controlled access in the 

NAS. Given: 1) the similar nature ofthe petitioner's proposed operating environment to that 

of Astraeus, 2) the parallel nature of private pilot aeronautical knowledge requirements to 

those of commercial requirements [ref: Exemption No. 11062], and 3) the airmanship skills 

necessary to operate the UAS, the FAA finds that the additional airmanship experience of a 

commercially certificated pilot would not correlate to the airmanship skills necessary for the 

petitioner's specific proposed operations. Therefore, the FAA finds that a PIC holding a 

private pilot certificate and a third-class airman medical certificate is appropriate for the 

proposed operations and that granting relief from 14 CFR § 61.113(a) is warranted. 

With regard to a training program, the petitioner has proposed that prior to the first operation. 

the PIC be required to complete an UAS education and training program including all 

applicable regulations and guidance documents including aeronautical background 

information such as charts, NOT AMS and Advisory Circulars; Radio Communications 

Procedures; Human Factors and Crew Resource Management; Basic Small UAS 

Aerodynamics; Weather factors; Airmanship and Decision-making and Safe Operating 

Procedurees. The conditions and limitations below stipulate that the petitioner may not 

permit any PIC to operate unless that PIC has demonstrated through the petitioner's 

qualification, training, and currency requirements that the PTC is able 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 

V people, vessels, vehicles and structures. 

v 

In conclusion, the FAA fmds that a PIC holding at least a private pilot certificate and a thirdclass airman medical certificate and who has completed the petitioner's UAS training and 

currency requirements can conduct the proposed UAS operations without adversely affecting 

the safety of the NAS or persons or property on the ground. Upon consideration of the overall 

safety case presented by the petitioner, the FAA fmds that granting the requested relief from 

14 CFR § 61.113( a), is warranted. The FAA also finds that relief from 14 CFR § 61.113(b) is 

not necessary. 

The petitioner indicated it will supplement its proposed operation(s) with a visual observer 

(VO). In Grant of Exemption No. 11062, the FAA agreed with the petitioner's proposed use 

of aVO and required aVO to be used in all UAS operations. Although a medical certificate 

is not required for aVO, the UA must never be operated beyond the actual visual capabilities 

of the VO, and the VO and PIC must have the ability to maintain VLOS with the UA at all 

times. It is the responsibility of the PIC to be aware of the VO's visual limitations and limit 

operations of the UA to distances within the visual capabilities ofboth the PIC and VO. 

Moreover, the VO will not be operating the aircraft. Therefore, as in Grant of Exemption No. 

11062, the FAA does not consider a medical certificate necessary for the VO and the 

requirement for aVO is included in the conditions and limitations below. 

The petitioner stated that its visual observers who are not pilots will attend ground training to 

understand the proper roles of an observer, communication procedures, proper visual scan 
v techniques, operations at non-towered airports, and appropriate sections of the Aeronautical 

Information Manual. 

The FAA considers the PIC to be designated for the duration of the flight. Therefore, per the 

conditions and limitations below, the PIC must be designated before the flight and cannot 

transfer his or her designation for the duration of the flight. 

UAS Operating Parameters 

Regarding the petitioner's requested relief from 14 CFR § 91.7(a) Civil aircraft 

airworthiness, the FAA finds that relief from § 91.7 (a) is necessary. While the petitioner's 

UAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart 

H, the FAA considers the petitioner's compliance with its operating documents to be a 

sufficient means for determining an airworthy condition. Therefore, relief from§ 91.7(a) is 

granted. The petitioner is still required to ensure that its aircraft is in an airworthy condition -

based on compliance with the operating documents prior to every flight, and as stated in the 

conditions and limitations below. 

In accordance with 14 CFR § 91.7(b) Civil aircraft airworthiness, the PIC of the UAS is 

responsible for determining whether the aircraft is in a condition for safe flight. The FAA, as 

in grant of Exemption No. 11062 to Astraeus, has detennined that the operating documents 

include procedures to be used prior to each flight that can ensure compliance with § 91. 7(b ). 

The petitioner is required to ensure that its aircraft is in a condition for safe flight - based on 

~ compliance with the operating documents- prior to every flight. 

v 

Regarding the petitioner's requested relief from§§ 91.9(b)(2) Civil aircraft flight manual, 

marking, and placard requirements and 91.203(a) and (b) Civil aircraft: Certifications 

required, the FAA has previously determined in Grant of Exemption 11062, Astraeus Aerial, 

that relief from these sections is not necessary. Relevant materials may be kept in a location 

accessible to the PIC in compliance with the regulations. 

Regarding the petitioner's requested relief from 14 CFR § 91.109 Flight instruction; 

Simulated instrument flight and certain flight tests, the petitioner did not describe training 

scenarios in which a dual set of controls would be utilized or required, i.e. dual flight 

instruction, provided by a flight instructor or other company-designated individual, that would 

require that individual to have fully functioning dual controls. Furthermore, the FAA is 

requiring that the petitioner's PICs possess at least a private pilot's certificate. Also, this 

exemption will require that training operations only be conducted during dedicated training 

sessions. The FAA finds that safety will not be adversely impacted if the petitioner follows 

the training outlined in the operating documents. As such, the FAA finds that the petitioner 

can conduct its operations without the requested relief from§ 91.109. 

Regarding the petitioner's requested relief from 14 CFR § 91.119 Minimum safe altitudes, the 

petitioner did not specify the paragraph(s) in 14 CFR § 91.119 from which it requires relief. 

Relief from § 91.119( a), which requires operating at an altitude that allows a safe emergency 

landing if a power unit fails, is not granted. The FAA expects the petitioner to be able to 
\....I 

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perform an emergency landing without undue hazard to persons or property on the surface if a 

power unit fails. Relief from § 91.119(b ), operation over congested areas, is not applicable, 

because the petitioner states that operations will be conducted over sparsely populated areas. 

Relief from § 91.119( c) is necessary because the aircraft will be operated at altitudes below 

400 feet above ground level (AGL). Section 91.119(c) states that no person may operate an 

aircraft below the following altitudes: over other than congested areas, an altitude of 500 feet 

above the surface, except over open water or sparsely populated areas. Section 91.119( c) 

provides that in operations over water or sparsely populated areas, the aircraft may not be 

operated closer than 500 feet to any person, vessel, vehicle, or structure. The petitioner states 

that it will operate pursuant to the following, self-imposed restrictions related to§ 91.119: 

• Petitioner will conduct operations over private or controlled access property with the 

permission of the landowner; 

• Petitioner will avoid operations over populated areas and stay within the "sterile area"; 

• Petitioner will limit operations to Visual Flight Rules Meteorological Conditions 

(VMC) and daylight hours; 

• Petitioner will ensure aircraft operations remain within VLOS of the PIC and VO and 

will be visually monitored at all times; 

• Petitioner will operate no closer than 3 miles from an airport or heliport 

The petitioner proposes to avoid populated areas and operations over persons who have not 

provided consent; however the petitioner did not describe specific minimum stand-off 

distances from persons, vessels, vehicles and structures. As discussed in Exemption No. 

11109 to Clayco, Inc., operations conducted closer than 500 feet to the ground may require 

that the UA be operated closer than 500 feet to essential persons, or objects that would not be 

possible without additional relief. Therefore, the FAA is requiring that prior to conducting 

UAS operations, all persons not essential to flight operations (nonparticipating persons) must 

remain at appropriate distances. In open areas this requires the UA to remain 500 feet from 

all persons other than essential flight personnel (i.e. PIC, VO, operator trainees or essential 

persons). 

The FAA has also considered that the UA will weigh less than 6 pounds. Ifbarriers or 

structures are present that can sufficiently protect nonparticipating persons from the UA or 

debris in the event of an accident, then the UA may operate closer than 500 feet to persons 

afforded such protection. The operator must also 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. When 

considering how to immediately cease operations, the primaty concern is the safety of those 

nonparticipating persons. In addition, the FAA finds that operations may be conducted closer 

than 500 feet to vessels, vehicles and structures when the property owner/controller grants 

such permission and the PIC makes a safety assessment of the risk of operating closer to those 

objects and determines that it does not present an undue hazard. 

Thus, the FAA finds that relief from § 91.119( c) is warranted, provided adherence to the 

procedures in the operating documents and the FAA's additional conditions and limitations 

outlined below. Relief from§ 91.119(a) is unwarranted as the FAA expects the petitioner to 
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be able to perform an emergency landing without undue hazard to persons or property on the 

surface. Relief from § § 91.119(b) and 91.119( d) are not applicable. 

Regarding the petitioner's requested relief from 14 CFR § 91.121 Altimeter Settings, the FAA 

believes that an altitude reading is a critical safety component of the petitioner's proposed 

operation. Although the petitioner will not have a typical barometric altimeter onboard the 

aircraft, the FAA finds the petitioner's intention to operate the UA within VLOS and at or 

below 400 feet AGL, combined with the petitioner's intention to limit the altitude of the UAS 

through flight limit function on the UAS, to be a sufficient method for ensuring the UAS 

operations do not adversely affect safety. The altitude information will be generated by GPS 

equipment installed onboard the aircraft, and/or a static pressure sensor (barometer) which 

aids in estimating the altitude. Prior to each flight, calibrating the compass must be 

established and confmned for accuracy by the UAS PIC. In addition, as stated in the 

conditions and limitations below, the FAA requires any altitude reported to Air Traffic 

Control (ATC) to be in feet AGL. The petitioner may choose to set the altimeter to zero feet 

AGL rather than local barometric pressure or field altitude before flight. Considering the 

limited altitude of the proposed operations, relief from 14 CFR § 91.121 is granted to the 

extent necessary to comply with the applicable conditions and limitations stated below. 

Regarding the petitioner's requested relief from§ 91.15l(a) Fuel requirements for flight in 

VFR conditions, prior relief has been granted for manned aircraft to operate at less than the 

prescribed minimums, including Exemption Nos. 2689, 5745, and 10650. In addition, similar 

VAS-specific reliefhas been granted an Exemption Nos. 8811, 10808, and 10673 for daytime, 

Visual Flight Rules (VFR) conditions. The petitioner's UAS provides low battery warnings at 

30% capacity that indicate the PIC must command the UA's return to the launch point when 

low battery capacity voltage is reached. The UAS also provides critical low battery warnings 

at 15% battery capacity indicating that the UA will begin to descend and land automatically. 

These factors provide the FAA with sufficient reason to grant the relief from 14 CFR § 

91.151(a) as requested in accordance with the conditions and limitations below. The PIC will 

be prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough power to fly at normal cruising speed to the intended 

landing point and land the UA with 30% battery power remaining. 

The FAA Air Traffic Organization (ATO) reviews all proposed UAS operations and evaluates 

the safety of these operations relative to the requested airspace through the existing Certificate 

of Waiver or Authorization (COA) process. The majority of current UAS operations 

occurring in the NAS are being coordinated through Air Traffic Control (ATC) by the 

issuance of a COA. This process not only makes local ATC facilities aware ofUAS 

operations, but also provides ATC the ability to consider airspace issues that are unique to 

UAS operations. The COA will require the operator to request a NOT AM, which is the 

mechanism for alerting other users of the NAS to the UAS activities being conducted. The 

conditions and limitations below prescribe the requirement for the petitioner to obtain an 

A TO-issued COA. 

The petitioner requested relief from 14 CFR § 91.205(b) Powered civil aircraft with standard 

category US. airworthiness certificates: Instrument and equipment requirement~. Since the 
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petitioner's UAS does not have a standard category U.S. airworthiness certificate, relief from 

§ 91.205 is not necessary. 

While the petitioner requested relief from 14 CPR§ 91.215 ATC transponder and altitude 

reporting equipment and use, the FAA is not granting relief. Section 91.215(b)(3) includes 

provisions for aircraft not originally certificated with an engine-driven electrical system or 

which has not subsequently been certified with such a system installed. For UAS not equipped 

with a transponder, sub-paragraph (d)(3) authorizes requests for ATC authorized deviations 

made to the ATC facility having jurisdiction over the concerned airspace within the time 

periods specified. For operation of an aircraft that is not equipped with a transponder, the 

request must be made at least one hour before the proposed operation. The FAA finds 

adherence to the conditions and limitations below as well as compliance with the A TC issued 

COA will ensure safety and is therefore not granting relief. 

Public Interest 

The FAA finds that a grant of exemption is in the public interest. The enhanced safety and 

reduced environmental impact achieved using a 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. 
\...../ The following table summarizes the FAA's determinations regarding the relief sought by the 

petitioner: 

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21 Subpart H 

45.23(b) 

61.113(a) and (b) 

91.7(a) 

91.9(b)(2) 

91.109 

91.119 

91.121 

91.151(a) 

91.203(a) and (b) 

91.205(b) 

91.215(b)(3) 

91.405(a) 

91.407(a)(l) 

91.409(a)(l) and (2) 

91.417(a) and (b) 

The FAA's Decision 

Relief not necessary 

Relief not necessary 

Relief granted for paragraph (a) with 

conditions and limitations; paragraph (b) 

relief not necessary 

Relief granted with conditions and 

limitations 

Relief not necessary 

Relief not necessary 

Relief not granted for paragraph (a); 

paragraph (b) relief not applicable; 

paragraph (c) relief granted with 

conditions and limitations; paragraph (d) 

relief not applicable 

Relief granted with conditions and 

limitations 

Relief granted for paragraph (a)( 1 ), day, 

with conditions and limitations 

Relief not necessary 

Relief not necessary 

Relief not granted 

Relief granted with conditions and 

limitations 

Relief granted with conditions and 

limitations 

Relief granted with conditions and 

limitations 

Relief granted with conditions and 

limitations 

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, FalconSkyCam is granted an exemption 

from 14 CFR §§ 61.113(a), 91.7(a), 91.119(c), 91.121, 91.15l(a)(l), 91.405(a), 91.407(a)(1), 

91.409(a)(l) and (2), and 91.417(a) and (b) to the extent necessary to allow FalconSkyCam to 
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operate the DJI Phantom 2 to conduct aerial photography for real estate, surveying, marine 

photo and video, agriculture, and special events. This exemption is subject to the conditions 

and limitations listed below. 

Conditions and Limitations 

Relative to this grant of exemption, FalconSkyCam is here after referred to as the operator. 

The petition and the following supporting documentation are hereinafter referred to as the 

operating documents: 

1) Phantom 2 User Manual vl.4 

2) Zenmuse H3-2D Gimbal User Manual v1.16 

3) Unmanned Aerial Vehicle and First Person View Pre-Flight Checklist 

Failure to comply with any of the conditions and limitations ofthis 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 following aircraft 

described in the operating documents which is the DJI Phantom 2 Unmanned Aircraft 

System, a quad rotor aircraft. Proposed operations of any other aircraft will require a 

new petition or a petition to amend this grant. 

2. UAS operations under this exemption are limited to aerial photography for conducting 

real estate photography, surveying, agriculture, marine photo and video and special 

events. 

3. The UA may not be flown at an indicated airspeed exceeding 29 knots (15 m/s). 

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

(AGL), as indicated by the procedures specified in the operating documents. All 

altitudes reported to ATC must be 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 

con·ective lenses, as specified on the PIC's FAA-issued airman medical certificate. 

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

the visual line of sight (YLOS) of the PIC and YO at all times. The YO 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 functions 

prescribed in the operating documents. 
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7. The VO must not perform any other duties beyond assisting the PIC with seeing and 

avoiding other air traffic and other ground based obstacles/obstructions and is not 

permitted to operate the camera or other instruments. 

8. The operating documents and this grant of exemption 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 upon request. The operator must 

also present updated and revised documents if it petitions for extension or amendment. 

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 amendment 

to their exemption. The FAA's UAS Integration Office (AFS-80) may be contacted if 

questions arise regarding updates or revisions to the operating documents. 

9. Prior to each flight the PIC must inspect the UAS to ensure it is in a condition for safe 

flight. 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 U AS is found to be in a condition for safe flight. The Ground 

Control Station must be included in the preflight inspection. All maintenance and 

alterations must be properly documented in the aircraft records. 

10. 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 in accordance with the operating documents. The PIC who 

conducts the functional test flight must make an entry in the UAS aircraft records of 

the flight. The requirements and procedures for a functional test flight and aircraft 

record entry must be added to the operating documents. 

11. The preflight inspection section in the operating documents must be amended to 

include the following requirement: The preflight inspection must account for all 

discrepancies, i.e. inoperable components, items, or equipment, not covered in the 

relevant preflight inspection sections of the operating documents. 

12. The operator must follow the manufacturer's UAS aircraft/component, maintenance, 

overhaul, replacement, inspection, and life limit requirements. 

13. The operator must carry out their maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance, inspection, 

and alterations must be noted in the aircraft logbook, including total flight hours, 

description of work accomplished, and the signature of the authorized UAS technician 

returning the UAS to service. The petitioner will return the UAS to the manufacturer 

for maintenance purposes as stipulated by the manufacturer's maintenance program. 
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14. Each UAS operated under this exemption must comply with all manufacturer Safety 

Bulletins. 

15. The authorized person must make a record entry in the aircraft record of the corrective 

action taken against discrepancies discovered between inspections. 

16. The PIC must possess at least a private pilot certificate and a third-class airman 

medical certificate for all of petitioner's flight operations. If the PIC holds a 

commercial pilot certificate he or she must hold at least a second-class medical 

certificate as required by 14 CFR §61.23. 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. 

17. The operator may not permit any PIC to operate unless the PIC meets the operator's 

qualification criteria and 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). The PIC must ensure 

that the VO is trained appropriately in order to fulfi11 her or her duties. A record of 

training must be documented and made available upon request by the Administrator. 

Flights for the purposes of training the operator's PICs and VOs (training, proficiency, 

and experience-building) are permitted under the terms of this exemption. However, 

training 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. 

18. 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. 

19. The UA may not operate within 5 nautical miles of an airport reference point as 

denoted on a current FAA-published aeronautical chart unless a letter of agreement 

with that airport's management is obtained, and the operation is conducted in 

accordance with a Notice to Airmen (NOT AM), as required by the operator's 

Certificate of Waiver or Authorization (COA). The letter of agreement with the airport 

management must be made available to the Administrator upon request. 

20. 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. 

21. 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 and land or be 

recovered in accordance with the operating documents. 
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22. The PIC must abort the flight in the event ofunpredicted obstacles or emergencies in 

accordance with the operating documents. 

23. The PIC will be prohibited from beginning a flight unless (considering wind and 

forecast weather conditions) there is enough power to fly at normal cruising 

speed to the intended landing point and land the UA with 30% battery power 

remaining in accordance with the operating documents. 

24. The operator must obtain an Air Traffic Organization (ATO) issued COA prior to 

conducting any operations under this grant of exemption. This COA will require the 

operator to request a NOT AM not more than 72 hours in advance, but not less than 48 

hours prior to the operation. All operations shall be conducted in accordance with 

airspace requirements in the ATO issued COA including class of airspace, altitude 

level and potential transponder requirements. 

25. 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 (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must be 

as large as practicable. 

26. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UA must comply with the Federal Communications Commission (FCC) 

or other appropriate government oversight agency requirements. 

27. The 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. 

28. The UA must remain clear and yield the right of way to all other aviation operations 

and activities at all times. 

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

30. The UA may not be operated from an elevated platform. 

31. The UA may not be operated over congested or densely populated areas. 

32. Flight operations must be conducted at least 500 feet from all nonparticipating persons 

(persons other than the PIC or VO), vessels, vehicles, and structures unless: 

a. Barriers or structures are present that sufficiently protect nonparticipating 

persons from 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 and/or; 
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b. The aircraft is operated near vessels, vehicles or stmctures where the property 

owner/controller has granted permission and the PIC has made a safety 

assessment of the risk of operating closer to those objects and; 

c. Operations near the PIC or VO do not present an undue hazard to the PIC or 

VO per§ 91.119(a). 

33. 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 prior to the beginning of every flight. 

34. 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 VAS Integration Office (AFS-80) within 24 hours. Accidents must be 

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

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

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 March 31, 201 7, unless sooner superseded or rescinded. 

Issued in Washington, DC, on March 6, 2015. 

lsi 

John S. Duncan 

Director, Flight Standards Service 
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0 

u.s. Depa1ment 

ot Tronsportation 

Fecllrai.4Wiatlon 

Admlnlstlallon 

July 23, 2015 

Mr. Jonathan B. Hill 

Cooley LLP 

Counsel for Astraeus Aerial 

1299 Pennsylvania Avenue, NW Suite 700 

Washington, DC 20004 

Mr. John McGraw 

Aerospace Consulting, LLC 

Agent for Astraeus Aerial 

1299 Pennsylvania Avenue, NW Suite 700 

Washington, DC 20004 

Dear Messrs. Hill and McGraw: 

Exemption No. 11 062A 

800 Independence Ave . 5 W 

washington. DC. 20591 

Regulatory Docket No. F AA-20 14-0352 

This letter is to inform you that we have granted your petition for an amendment. It explains 

the basis for our decision, describes its effect, and lists the revised conditions and limitations. 

By letters dated February 5 and May 27,2015, you petitioned the Federal Aviation 

Administration (FAA) on behalf of Astraeus Aerial (hereinafter petitioner or operator) for an 

amendment to your current exemption. That exemption from 14 CFR §§ 61.113(a) and (b); 

91.119(c); 91.121; 91.151 (a); 91.405(a); 91.407(a)(1 ); 91.409(a)(1) and (2); and 91.417(a) 

and (b) allows the petitioner to operate a UAS to conduct scripted, closed-set filming for the 

motion picture and television industry. You requested an amendment to add the DJI S 1000 

and DJI Inspire. 1 

1 The petitioner also requested changes to the Conditions and Limitations in their exemption. At this time, this 

request is still under review. The petitioner also requested to add the following aircraft- Lumenier multirotor 

sUAS models QA V250, QA V 400 and QAV500. The FAA must conduct an assessment on these aircraft, which 

also includes a finding that the proposed UAS meet the conditions in Section 333 of Public Law 112-95. When 

the FAA completes its review, we will proceed accordingly and no further action will be required by the 

petitioner. 
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In your petition, you indicate that there has been no change in the conditions and reasons 

relative to public interest and safety that were the basis for granting the original exemption. 

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

in the Federal Register because the requested amendment to the exemption would not set a 

precedent, and any delay in acting on this petition would be detrimental to the petitioner. The 

unmanned aircraft authorized in the original grant are comparable in type, size, weight, speed 

and operating capabilities to those in this petition. 

Airworthiness Certification 

In accordance with the statutory criteria provided in Section 333 ofPublic 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 relief from 14 CFR part 21, Certification procedures for products and parts, 

Subpart H~Ainvorthiness Certificates, and any associated noise certification and testing 

requirements of part 36, is not necessary. 

The Basis for Our Decision 

The FAA has updated the conditions and limitations since the petitioner's initial grant of 

exemption to those found in Exemption No. 11213 to Aeryon Labs, Inc. (Docket No. FAA2014-0642). Also 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), 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 amendment to 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 an amendment is in the public interest. 

Our Decision 

The FAA has determined that the justification for the issuance of Exemption No. 11062 

remains valid and is in the public interest. Therefore, under the authority contained 

in 49 U.S.C. 106(±), 40113, and 44701, delegated to me by the Administrator, the operator is 

granted an amendment to its exemption from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and 

2 
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(5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 91.151(a)(l), 91.405(a), 91.407(a)(l), 

91.409(a)(l) and (2), and 91.417(a) and (b), to the extent necessary to allow the petitioner to 

operate a UAS to perform aerial data collection2 and closed set motion picture and television 

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

Conditions and Limitations 

The conditions and limitations within Grant ofExemption No. 11062 have been superseded, 

and are amended as follows. 

In this grant of exemption, Astraeus Aerial is hereafter referred to as the operator. 

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 Astraeus Aerial 

Cinema System V.3CS, DJI SlOOO, and DJI Inspire 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 

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) ofthe PIC and VO at all times. The VO may be used 

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

2 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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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 

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. 

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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 § 61.5l(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 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 ofunpredicted obstacles or emergencies. 

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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 A TO-issued CO A. The 

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

operations that cannot be conducted under the tenns of the attached CO A. 

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. 

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. 

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Permission from property owner/controller or authorized representative wi11 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 Otlice (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. 

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 

theUAS; 

d. Make, model, and serial or N-Number ofUAS to be used; 

e. Name and certificate number ofUAS 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. 

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This exemption terminates on September 30, 2016, unless sooner superseded or rescinded. 

Sincerely, 

John S. Duncan 

Director, Flight Standards Service 

Enclosures 

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0 

us Deportment 

of Transportation 

Federal Aviation 

Administration 

July 8, 2015 

Mr. Mark E. McKinnon 

Counsel for Total Safety US, Inc. 

McKenna Long & Aldridge LLP 

1676 International Drive, Penthouse 

McLean, VA 22102 

Dear Mr. McKinnon: 

Exemption No. 11156A 

800 Independence Ave. SW 

Washington. DC. 20591 

Regulatory Docket No. F AA-20 14-0610 

This letter is to inform you that we have granted your petition for an amendment. It explains 

the basis for our decision, describes its effect, and lists the revised conditions and limitations. 

By letter dated April24, 2015, you petitioned the Federal Aviation Administration (FAA) on 

behalf of Total Safety US, Inc. (hereinafter petitioner or operator) for an amendment to your 

current exemption. That exemption from§§ 61.113(a) and (b); 91.7(a), 91.119(c); 91.121; 

91.151(a)(l); 91.405(a); 91.407(a)(l); 91.409(a)(l) and (2); and 91.417(a) and (b) ofTitle 14, 

Code of Federal Regulations (14 CFR) allows the petitioner to operate a UAS to conduct 

sterile area flare stack inspections for the oil, natural gas, petro-chemical, and pipeline 

industries. You requested an amendment to expand operations to aerial data collection. 

In your petition, you indicate that there has been no change in the conditions and reasons 

relative to public interest and safety that were the basis for granting the original exemption. 

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

in the Federal Register because the requested amendment to the exemption would not set a 

precedent, and any delay in acting on this petition would be detrimental to the petitioner. The 

unmanned aircraft( s) authorized in the original grant is comparable in type, size, weight, 

speed and operating capabilities to those in this petition. 
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Airworthiness Certification 

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 relief from 14 CFR part 21, Certification procedures for products and parts, 

Subpart H-Airworthiness Cert#ficates, and any associated noise certification and testing 

requirements of part 36, is not necessary. 

The Basis for Our Decision 

The FAA has updated the conditions and limitations since the petitioner's initial grant of 

exemption to those found in Exemption No. 11213 to Aeryon Labs, Inc. (Docket No. FAA2014-0642). Also 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), 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 amendment to 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 an amendment is in the public interest. 

Our Decision 

The FAA has determined that the justification for the issuance of Exemption No. 11156 

remains valid and is in the public interest. Therefore, under the authority contained 

in 49 U.S.C. 106(±), 40113, and 44701, delegated to me by the Administrator, the operator is 

granted an amendment to its exemption from 14 CFR §§ 61.23(a) and (c), 61.10l(e)(4) and 

(5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 91.151(a)(l), 91.405(a), 91.407(a)(l), 

91.409(a){l) 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 1. This exemption is subject to the conditions 

and limitations listed below. 

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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Conditions and Limitations 

The conditions and limitations within Grant ofExemption No. 11156 have been superseded, 

and are amended as follows. 

In this grant of exemption, Total Safety US, Inc. is hereafter referred to as the operator. 

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 Innovations 

SIOOO 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) ofthe 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 

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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 

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 t1ight critical component, must undergo 

a functional test t1ight prior to conducting further operations under this exemption. 

Functional test t1ights may only be conducted by a PIC with aVO and must remain at 

least 500 feet from other people. The functional test t1ight 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-t1ight inspection and determine the 

UAS is in a condition for safe t1ight. 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. 

4 
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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 

(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.lfthe 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 ofunpredicted 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 A TO-issued CO A. 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 CO A. 

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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) marl5:ings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable. 

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 contro11ed-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. 

6 
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29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption. 

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 

theUAS; 

d. Make, model, and serial or N-Number ofUAS to be used; 

e. Name and certificate number ofUAS 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 January 31, 2017, unless sooner superseded or rescinded. 

Sincerely, 

Is/ 

John S. Duncan 

Director, Flight Standards Service 

7 
IBnUBII\I ..1asn 

~DlOS 
3DR Support 

\.....1 Contact 3DR Support for questions and technical help. 

v 

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online: 3dr.com/support 

email: support@3dr.com 

call: +1 (858) 225-1414 (direct) 

+1 {855) 982-2898 (toll free in the US and Canada) 

Support line hours: 

Mon-Fri 8 am to 5 pm PST 

3D Robotics (3DR) 

1608 4th Street, Suite 41 0 

Berkeley, CA 94710 

Tel. +1 (858) 225-1414 

3dr.com 

Solo User Manual V4 

© 2015 3D Robotics Inc. 

Solo is a trademark of 3D Robotics, Inc. 

GoPro, HERO, the GoPro logo, and the GoPro Be a HERO logo are 

trademarks or registered trademarks of GoPro, Inc. 
v Contents 

1 Introduction 1 

1.1 System Overview 1 

1.2 Aircraft Overview 2 

1.3 Controller Overview 3 

1.4 Operating Parameters 4 

1.5 Autopilot 5 

1.6 Propulsion 5 

1.7 LED Meanings 5 

2 Setup 6 

2.1 In the Box 6 

2.2 Battery 6 

2.3 Controller 8 

2.4 Propellers 9 

2.5 Camera 9 

2.6 MobileApp 11 

3 Safety 15 

3.1 Location 15 

3.2 Environmental Awareness 15 

3.3 Visual Line of Sight 15 

3.4 Flight School 15 

3.5 Propellers 16 

3.6 GPS 16 

3.7 Home Position 16 

3.8 Altitude Limit 16 

3.9 Emergency Procedures 17 

y 3.10 Flight Battery 18 

3.11 Controller 18 

3.12 Antenna Configuration 18 

4 First Flight 19 

4.1 Preflight Checklist 19 

4.2 Takeoff 19 

4.3 Landing 20 

4.4 Return Home 21 

4.5 In-Flight Data 21 

4.6 Joystick Control 22 

4.7 App Interface Overview 25 

5 Smart Shots 26 

5.1 Selfie 26 

5.2 Cable Cam 27 

5.3 Orbit 29 

5.4 Follow 30 

6 Alerts 32 

6.1 Preflight Errors 32 

6.2 In-Flight Errors 33 

7 Advanced Settings 36 

7.1 Advanced Flight Modes 36 

7.2 Enabling Advanced Flight Modes 37 

7.3 Accessing Advanced Flight Modes 37 

7.4 Home Position Safety 37 

7.5 Performance Adjustment 38 

7.6 Units· 38 

-.......,; 7.7 Maximum Altitude Adjustment 38 
v 8 Support 39 

9 Maintenance 39 

9.1 Controller Battery Replacement 39 

9.2 Calibrations 40 

9.3 Pairing 41 

9.4 Legs 42 

9.5 Battery Tray 45 

9.6 Motors 46 

9.7 Factory Reset 48 

10 Appendix 49 

10.1 Specifications 49 

10.2 Warranty 50 

10.3 Regulatory Compliance 50 

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\-1 Figures 

Figure 1.1.3.1: Solo System Context Diagram 1 Figure 5.2.2.1: App - Cable Cam Controls 28 

Figure 1.2.4.1: Solo Overview 2 Figure 5.2.2.2: Controller- Cable Cam Controls 28 

Figure 1 .3.1 0.1: Controller Overview 4 Figure 5.2.3.1: App- Cable Cam Settings 28 

Figure 1.4.1 0.1: Solo Operating Parameters 4 Figure 5.3.1.1: App - Orbit Setup 29 

Figure 1.6.1 0.1: Solo Motor Order 5 Figure 5.3.2.1: App - Orbit Controls 29 

Figure2.1.10.1: Solo Parts 6 Figure 5.3.2.2: Orbit Controls 30 

Figure 2.2.1.1: Solo Battery Charging 7 Figure 5.3.3.1: App - Orbit Settings 30 

Figure 2.2.2.1: Powering Solo 7 Figure 5.4.1.1: App - Follow Setup 30 

Figure 2.3.1.1: Controller Charging 8 Figure 5.4.2.1: Follow Controls 31 

Figure 2.3.2.1: Power On Controller 8 Figure 5.4.3.1: App - Follow Settings 31 

Figure 2.4.1.1: Attach Propellers 9 Figure 6.1.1.1: Controller- Calibration in Progress Alerts 32 

Figure 2.5.1.1: Attach Camera 10 Figure 6.1.1.2: Controller- Uneven Surface Alert 32 

Figure 2.5.2.1: Camera Configuration Process 10 Figure 6.1.1.3: Controller- Re-Calibration Required Alerts 32 

Figure 2.6.2.1: Connect to Solo Link 11 Figure 6.1.1.4: Controller - Calibration Error Alert 33 

Figure 2.6.3.1: App- Settings Menu 11 Figure 6.1.2.1: Controller- Service Alerts 33 

Figure 2.6.3.2: App - Wi-Fi Settings 12 Figure 6.2.1.1: Controller- Altitude Limit Alert 33 

Figure 2.6.4.1: Controller Preflight Update Prompt 12 Figure 6.2.2.1 : Controller - App Connection Alerts 34 

Figure 2.6.4.2: App- Software Update 12 Figure 6.2.3.1 : Controller - Controller Disconnected Alert 34 

Figure 2.6.4.3: App- Download Update 12 Figure 6.2.3.2: Controller- Controller Signal Alerts 34 

Figure 2.6.4.4: App - Update Download in Progress 13 Figure 6.2.4.1 : Controller - GPS Signal Alerts 35 

Figure 2.6.4.5: App- Reconnect to Solo Wi-Fi 13 Figure 6.2.5.1 : Controller - Low Battery Alerts 35 

Figure 2.6.4.6: App - Start Update 13 Figure 6.2.5.2: Controller- Critical Battery Alert 35 

Figure 2.6.4.7: Controller- Updating 13 Figure 6.2.6.1: Controller- Controller Battery Alerts 35 

Figure 2.6.4.8: App - Update Disconnection Confirmation 13 Figure 7.2.5.1: App- Advanced Settings 37 

Figure 2.6.4.9: Controller Update Complete Displays 14 Figure 7 .3.5.1: App - A and B Presets 37 

Figure 2.6.4.1 0: Controller - Waiting for Solo 14 Figure 7 .5.5.1: App - Perfonmance Sliders 38 

Figure 2.6.4.11: App - Update Success 14 Figure 7.6.5.1: App- Change Units 38 

Figure 2.6.5.1: App - Viewing Video 14 Figure 7.7.5.1: App- Altitude Limit 38 

Figure 3.4.5.1: App Flight School 15 Figure 8. 7 .5.1: App - Submit Trouble Ticket 39 

Figure 3.9.5.1: Controller- Motor Shutoff 17 Figure 9.1.5.1: Controller Battery Installation 39 

Figure 3.11.5.1: Controller Antenna Orientation 18 Figure 9.2.1.1: App- Compass Calibration Setup 40 

Figure 4.2.1.1: Controller- Start Motors Prompt 19 Figure 9 .2.1.2: App - Compass Calibration Procedure 40 

Figure 4.2.2.1: Controller- Takeoff Prompts 20 Figure 9.2.2.1: App- Level Calibration 40 

-.....,~ Figure 4.3.2.1: Controller- User-Initiated Landing 20 Figure 9.3.2.1: Solo Pair Button 41 

Figure 4.4.2.1: Return Home Behavior 21 Figure 9.3.2.2: Controller Pairing Procedure 41 

Figure 4.5.2.1 : Controller- In-Flight Data 21 Figure 9.4.2.1: Leg Types 42 

Figure 4.6.2.1: Controller Left Joystick 22 Figure 9.4.1.1: Standard Leg Replacement Process 42 

Figure 4.6.2.2: Throttle Joystick Behaviors 22 Figure 9.4.2.1: Detaching the Antenna from the Leg 43 

Figure 4.6.2.3: Yaw Joystick Behavior 23 Figure 9.4.2.2: Attaching a New Leg with an Existing Antenna 43 

Figure 4.6.2.4: Controller Right Joystick Controls 23 Figure 9.4.2.3: Attaching an Existing Antenna to a New Leg 43 

Figure 4.6.2.5: Pitch Joystick Controls 24 Figure 9 .4.3.1: Compass Connector on Mainboard 44 

Figure 4.6.2.6: Roll Joystick Controls 24 Figure 9.4.3.2: Insert New Leg with Compass 44 

Figure 4.7.2.1: App- Main Interface 25 Figure 9 .5.1.1: GPS Cover Removal 45 

Figure 4.7.2.1: App- Shot List 25 Figure 9.5.2.1: Battery Tray Removal 45 

Figure 5.1.2.1: Selfie Path and Settings 26 Figure g.5.2.2: Battery Tray Detachment 45 

Figure 5.1.1.1: App - Selfie Activation 26 Figure 9.6.2.1: LED Cover Removal 46 

Figure 5.1.2.1: App - Selfie Control 27 Figure 9.6.2.2: Motor Pod Removal 46 

Figure 5.1.2.2: Controller- Sallie Control 27 Figure 9.6.2.3: Motor Pod Disconnection 47 

Figure 5.1.3.1: App - Selfie Settings 27 Figure 9.6.2.4: Motor Pod Connection 47 

Figure 5.2.1.1 : App - Cable Cam Setup 28 Figure 9 .6.2.5: Motor Pod and LED Cover Attachment 47 

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1 Introduction 

We designed Solo to be the perfect aerial-video tool. It's powerful, simple and reliable with intuitive Smart Shots 

inspired by our favorite cinema pilots. With Solo, you don't need a professional camera crew, you can get the 

perfect shot every time. We're excited to share our passion with you and help you see your world from a new 

perspective. Join us in capturing the next evolution of creative videography. 

1.1 System Overview 

The Solo system includes Solo, the controller, the "3DR Solo" app, and you. As the operator, you interact with the 

controller and app on the ground, and the controller communicates with Solo during flight. 

1.1.1 Solo 

Solo is a small unmanned aerial vehicle powered by four motors and four propellers. Solo's onboard computers 

control navigation, attitude, and communications in flight while sending real-time telemetry and video output and 

receiving control inputs over the 3DR Link secure Wi-Fi network. Solo is optimized for capturing aerial video using a 

GoPro® HERO camera. 

1.1.2 Controller 

The controller provides control mechanisms and displays in-flight data on a full-color screen. Using twin longrange antennas, the controller acts as the central hub for all communication on the 3DR Link network, receiving all 

communications from Solo and the app, forwarding telemetry outputs to the app, and managing the transmission of 

all control inputs to Solo. 

1.1.3 App 

The "3DR Solo" app outputs a live video stream from an onboard GoPro® camera to an Android or iOS device. The 

app allows you to view the live video with overlaid telemetry and access a simplified graphic interface for controlling 

Solo's advanced functions. The app also connects to the 3DR Link network to receive video and telemetry outputs 

and send control inputs. 

Video output 

----+ Telemetry output 

Control input 

Operator 

Ground 

Figure 1.1 .3.1: Solo System Context Diagram 
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1.2 Aircraft Overview 

1.2.1 Smart Battery 

The battery connects to Solo's battery bay. Solo's power button is located on the battery; Solo can only be powered 

when the battery is connected. 

1.2.2 Motors and Propellers 

Solo's arms are labeled one through four on the ends of the arms. Motors on arms #1 and #2 spin counterclockwise 

and use clockwise-tightening propellers with silver tops. Motors on arms #3 and #4 spin clockwise and use 

counterclockwise-tightening propellers with black tops. 

1.2.3 Orientation LEOs 

Each arm contains an LED for ground-to-air directional awareness; the two front arms (#1 and #3) display white, and 

the two rear arms (#2 and #4) display red. This LED scheme mimics the headlight and taillight style of a car. 

1.2.4 Fixed Camera Mount and HOM I Cable 

Solo includes a GoPro® The Frame fixed mount to mount a GoPro® HERO camera. The HDMI cable connects to the 

Go Pro® to output video during flight. 

Silver-lop propeller 

Power button 

D • Battery 

r= • Rear ori<;mtation LEDs 

~!!!~~::==------• Black-lop propeller 

Motor 

Arm numbering 

Height: 10.2" Front orientation LEDs 

Motor-to-motor: 18.1" 

Weight (no camera): 3.3 lbs. Fixed camera mount 

HDMicable 

Figure 1.2.4.1: Solo Overview 

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1.3 Controller Overview 

1.3.1 Mobile-Device Holder 

Mount an Android or iOS device to run the Solo app and effortlessly integrate the app into the controller's 

operational flow. A user-supplied smartphone or tablet is required to initialize Solo and use Smart Shots. 

1.3.2 Joysticks 

The controller's left and right joysticks provide direct manual control of Solo and physical control mechanisms for 

using Smart Shots. 

1.3.3 Screen 

The controller's full-color screen provides live in-flight data and prompts for correct operation of Solo. 

1.3.4 Power Button 

Press the power button once to check the controller's battery level. Hold the power button until you see the 

controller startup screen to power on the controller. 

1.3.5 Fly Button 

The Fly button lets you control Solo's main flight functions: starting motors, takeoff, land, and activating standard 

flight. 

1.3.6 Return Home 

The Return Home button allows you to end your flight automatically at any point by returning Solo to its original 

launch point and landing. 

1.3. 7 Pause Button 

The Pause button is Solo's emergency air brake. Press Pause to stop Solo and hover in place at any time. 

1.3.8 Option Buttons 

The A and B buttons change functionality based on where you are in the operational flow. The screen will show the 

currently assigned functions of A and 8 at all times. You can program A and B to specific functions using the app. 

By default, the A button is assigned to Cable Cam and the 8 button is assigned to Orbit. 

1.3.9 Antennas 

The controller's long-range dipole antennas communicate with Solo during flight. See Section 3.12 for proper 

antenna configuration. 

1.3.10 Gimbal Controls 

The paddle, buttons, and dial on the top of the controller are used to control the Solo Gimbal. They can also be used 

in some Smart Shots. 

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Figure 1 .3.1 0.1 : Controller Overview 

1.4 Operating Parameters 

Antennas 

Mobile-deVice holder 

Gimbal controls 

Joysticks 

Screen 

Pause 

Return home 

Fly 

Power 

Options 

The following operating parameters apply to Solo. Always operate Solo within these parameters. Solo's performance 

and behaviors are not guaranteed when conditions violate the parameters listed below. 

Figure 1.4.1 0.1: Solo Operating Parameters 

•Flight time varies with payload, wind conditions, elevation, temperature, humidity, flying style, 

and pilot skill. Listed flight time applies to elevations less than 2,000 ft above sea level. 

'*See Section 7.7 to adjust maximum altitude. 

•••oepending on environmental conditions 

****This top speed corresponds to Solo when operating in Fly mode. Maximum speeds for advanced 

modes may vary, see Section 7.1 for more information. 

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1.5 Autopilot 

Solo uses a Pixhawk 2 autopilot running ArduPilot Copter software. ArduPilot is open-source flight control based on 

the MAVIink communication protocol. Pixhawk 2 runs an ARM Cortex-M4 STM32F427 processor with 2 MB of flash 

memory and 256 KB of RAM. Combined with an array of CAN, 12C, SPI, PWM, and UART interfaces, Pixhawk 2 

uses a suite of onboard sensors to calculate Solo's orientation and motion in flight. This data is input into ArduPilot's 

inertial navigation and position estimation algorithms and combined with control inputs to send commands to Solo's 

propulsion system. 

1.6 Propulsion 

Solo uses four brush less 880 Kv motors and four self-tightening propellers for propulsion. For control and 

aerodynamic efficiency, two motors spin clockwise and two motors spin counterclockwise. Navigation in the air is 

achieved by mixing propulsion of the four motors to actuate flight control along the roll, pitch, and yaw axes. 

Each of the four motors is numbered by the marking on the arm. These numbers correspond to the autopilot 

calculations for these commands and are used for indicating motor replacement procedures. Each motor is 

controlled by an ESC (Electronic Speed Controller) that regulates the rotation of the motors to achieve the speed 

commanded by the autopilot. 

Figure 1.6.1 0.1: Solo Motor Order 

1.7 LED Meanings 

Solo's four LEOs indicate its status during startup and in flight. 

• Solid white (front) and red (back): Ready to fly, standard flight configuration 

• Pulsing white (front) and red (back): Solo is flying under autopilot control 

• Flashing red alternating front and back: Controller signal lost 

• Flashing rainbow: Update in progress 

• Solid green, then turning off one-by-one: Startup successful 

• Solid green without turning off automatically: Startup unsuccessful, please restart Solo 

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2 Setup 

This sections covers everything you need to set up Solo out of the box. 

2.1 In the Box 

Solo includes the drone, controller, propellers (four plus two spares), Solo charger, and controller charger. 

Controller 

Q~ 

Figure 2.1 .1 0.1 : Solo Parts 

2.2 Battery 

Three silver-top props 

& three black-top props 

~ ~ 

L1' 

~ ~ 

=rc:ger 

~ 

Solo is powered by the rechargeable Solo Smart Battery that provides up to 25 minutes of flight time per full charge. 

(Keep in mind that flight time depends on payload, wind conditions, elevation, temperature, humidity, flying style and 

pilot skill, so the actual flight time may vary.) As a lithium polymer battery, the Solo Smart Battery requires specific 

handling practices to ensure safe operation and prevent accidents. For more information about battery safety, see 

Section 3.1 0. 

2.2.1 Charging 

The level of the battery is indicated by the lights below the power button. Press the power button once to display 

the current power level. The Solo battery ships with approximately 50% charge, so charge fully before your first 

flight for maximum flight time. 

Remove the battery from Solo before charging by holding the release button and sliding the battery towards the 

back of Solo. Charge the battery using the designated Solo charger only; using a different charger can damage the 

battery or cause a fire. 

To charge the battery, connect the Solo charger to the battery and a wall outlet. While charging, the indicator lights 

pulse at the current level. There is an additional indicator on the battery charger that turns from red to green when 

the battery is fully charged. The battery takes approximately 1 .5 hours to charge to 100%. 

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Charge indicator ~-

~M-,.~1,~; • c! .. Junuuu ••••• •••• .-· ••••••• . •• t~~ " ~. - ) f 

·-·------------ -- ----- \ 

Figure 2.2.1.1: Solo Battery Charging 

2.2.2 Powering 

To power Solo, insert the battery into Solo's battery bay and slide the battery forward until it clicks into place. Press 

and hold the battery power button to turn on Solo. When Solo powers on, the battery will display an LED animation 

and you will hear the startup tone. Only power Solo using the designated 3DR Solo Smart Battery; using a different 

battery can permanently damage Solo. 

A 

Make sure Solo is level before powering on and keep Solo still during 

startup and while the sensors initialize. Moving Solo during this 

process causes the sensors to calibrate incorrectly and can create a 

preflight error or affect in-flight performance. 

1 Slide to connect 

Figure 2.2.2.1: Powering Solo 

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2.3 Controller 

The Solo controller includes a pre-installed rechargeable lithium ion (Li-ion) battery. 

2.3.1 Charging 

Charge the controller using the designated controller charger only; using a different charger can damage the 

controller or cause a fire. 

To charge the controller, connect the controller charger to the barrel jack on the side of the controller and to a 

wall outlet. To check the battery level of the controller, press the power button. A fully charged controller lasts for 

approximately 6 hours. Always check the controller's battery level before you fly, and recharge when prompted by 

the controller. The controller takes approximately 3 hours to charge to 100%. 

Figure 2.3.1.1: Controller Charging 

2.3.2 Powering 

To power on the controller, press and hold the controller power button until you see the startup screen. 

8 . 

. 

@~ 

Figure 2.3.2.1: Power On Controller 

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2.4 Propellers 

Solo uses two types of self-tightening propellers, indicated by the color of the circle at the center of the propeller. 

2.4.1 Attaching 

Attach the propellers with silver tops to the motors with a silver dot on the top of the motor shaft, and attach the 

black-top propellers to the motors with black dots. Make sure to remove the paper labels from the motors before 

attaching the propellers. 

Silver-top propellers tighten clockwise; black-top propellers tighten counterclockwise. Check the lock and unlock 

icons on each propeller to see the correct directions for tightening and removing . 

. remove motor labels 

Figure 2.4.1 .1: Attach Propellers 

2.5 Camera 

Solo includes a fixed GoPro® The FrameTM mount for your GoPro® HERO 3, 3+ or 4. 

2.5.1 Attaching 

To attach the camera to the GoPro® The FrameTM fixed mount, insert your GoPro® upside down and connect the 

Solo HDMI cable to the camera. 

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Your GoPro® 

HERO 3, 3+ or 4 

2.5.2 Settings 

t GoPro® The Frame'" 

Mount your GoPro® 

upside down. 

Figure 2.5.1.1: Attach Camera 

Connect the HDMI 

cable. 

For best results, adjust the camera settings for inverted orientation and medium field of view. (Setting the field of 

view to medium ensures that you won't see the propellers in the frame.) 

Set the GoPro~ HEROS 

to inverted 9r:ientat[on: 

Enable GQPt"Q• HER04 

auto-orientation: 

$et the Q()Proe to 

mediUm fi$1d. Of view: 

A 

Figure 2.5.2.1: Camera Configuration Process 

Make sure that the Wi-Fi on your GoPro® is turned OFF. It can interfere 

with Solo's communication signals and cause unexpected behavior. 

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2.6 MobileApp 

"3DR Solo" provides a streaming video link to a mobile device and a simple graphic interface for interacting with 

Smart Shots and other advanced Solo features. 

2.6.1 Install 

Visit 3dr.com/soloapp or download "3DR Solo" from the App Store or Google Play Store. 3DR Solo works with iOS 

8.0 or later and Android 4.3 or later. For Android, you must also install the "3DR Services" app to your device. 

2.6.2 Connect to Solo 

To connect the app to Solo's 3DR Link Wi-Fi network, access the Wi-Fi settings on the mobile device and select 

Solo_Link-####. Enter the temporary password "sololink". Once connected, return to the app to continue. Both Solo 

and the controller must be powered on to connect to the app. 

0= 

1 .... ---- ., II•)) 

(!lr>o,.,,.,.,., 

Figure 2.6.2.1: Connect to Solo Link 

2.6.3 Change Sololink Passwor~ 

Once connected to Solo Wi-Fi, change your password to secure your Sololink network. Select the Settings menu 

from the top-left drop-down, and choose Solo to access the options for your drone . 

• 

Figure 2.6.3.1: App - Settings Menu 

In the Solo menu, select Wi-Fi Settings, and set a new password. The password should be between 8 and 32 

characters with no spaces. Select Apply to enable your changes. If you forget your Sololink password, perform the 

factory reset procedure in Section 9. 7 to reset the password to the temporary password (sololink). 

11 
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• dvt18 ·~-- solohnk ~·1----

• Al!:rt!lt:k.urrut 

a Pres;nA 

B PresetB 

Figure 2.6.3.2: App- Wi-Fi Settings 

2.6.4 Update 

Before your first flight, use the app to perform the required first-flight update. The controller will prompt you for the 

update with the preflight update alert. Ensure that both the controller and Solo are powered, the controller has at 

least 50% battery remaining, and the app is connected to Solo Wi-Fi. The total update process can take up to 10 

minutes. 

Figure 2.6.4.1: Controller Prefiight Update Prompt 

To start the update, open the Settings menu in the app, and select Software Update. 

Solo 

Software Update 4·1----

Figure 2.6.4.2: App- Software Update 

Before starting the update, you'll need to connect your device to the Internet and download the update. Select 

Download Update to start the process, then exit the app and connect to the Internet. 

• 

Figure 2.6.4.3: App- Download Update 

The app will show the following display while the update is downloading. 

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Up..1ate os oow!'l!Oading :o 'fOtlr t:IEMce 

Canco1 

Figure 2.6.4.4: App - Update Download in Progress 

When the download is complete, the app will prompt you to re-connect to Solo Wi-Fi in your device's Wi-Fi settings. 

To w~&all the uPdates_~ oonnect lo Sdo's Wi-Fi 

Cont'le(;tlnslrucf:ions 

Figure 2.6.4.5: App - Reconnect to Solo Wi-Fi 

When the app detects an active connection with the controller, it will prompt you to begin the update. (Solo and the 

controller must be powered on to connect to Solo Wi-Fi.) Select Begin to start the update. 

The update is ready to transftv and ios1ai. 

':=="'"-===-:'\\ 

Figure 2.6.4.6: App - Start Update 

While the update 'is in progress, the controller will show the controller updating display. The controller will complete 

a full restart as part of the update process, which can take up to 5 minutes. 

Rgure 2.6.4.7: ControUer- Updating 

Because the controller must restart as part of the update process, your device will lose its connection to Solo Wi-Fi. 

When you see the display below, select Next to continue. 

This app wlll disC(;I'V)t'lCt hun1 Solo Wi· H dtinng !he opdate. 

Figure 2.6.4.8: App - Update Disconnection Confirmation 

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The controller will restart and display a green checkmark to indicate that the controller was updated successfully . 

When you see the green checkmark on the controller, re-connect to Solo Wi-Fi in the app and press A on the 

controller to continue the update. 

Recor.nect to Soio 'M-F• whoo vou see th& green dleckrnark 

Comect InstructiOns 

Figure 2.6.4.9: Controller Update Complete Displays 

After pressing A, Solo will restart to complete the update. The controller will display waiting for Solo while Solo 

restarts. 

Figure 2.6.4.1 0: Controller - Waiting for Solo 

When the update is complete, Solo's LEDs will tum green, the controller will return to the standard takeoff screen, 

and thE! app will show that the software is up to date. After displaying green, Solo's LEDs will return to the standard 

white-and-red pattern. If you do not see white-and-red LEDs after a few minutes following the update, restart Solo. 

0.8.3 0.8.3 

• 

GoFJy·~--

Figure 2.6.4.11: App - Update Success 

2.6.5 View Video 

After the update is complete, select Fly Solo to view video in the app. Solo, the controller, and the GoPro® must 

be powered to view video. Verify that you can view video before your first flight. If the video is inverted, see section 

2.5.2. 

Figure 2.6.5.1: App - Viewing Video 

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3 Safety 

The following best practices will help ensure safe, successful flights and help reduce the risk of accident and serious 

injury. Always fly under adult supervision and with your full attention at all times. Do not fly under the influence of 

drugs or alcohol or when your ability to operate Solo safely is impaired. Use your common sense to avoid unsafe 

situations and always operate Solo responsibly. 

A . Read and understand these important safety instruction$ ~.your; 

• fil:st 1Jight to .help redUOEI the risk of accident and serious·ir:JjlifY.. ! 

3.1 Location 

Don't fly Solo indoors. Always fly outside in clear, open areas at a safe distance from yourself, other people, power 

lines, animals, vehicles, trees, and buildings. When flying in areas with potential hazards, maintain 100 feet (30m) 

from any people, vehicles, or structures. As the operator, you are responsible for navigating Solo to avoid obstacles, 

including during Smart Shots. 

Don't fly within 5 miles of an airport or within any airspace restricted by your local, state, or national airspace 

authority. As the operator, you are responsible for knowing and understanding the regulations that govern small 

unmanned aircraft like Solo in your jurisdiction. 

3.2 Environmental Awareness 

Don't fly Solo in extreme weather conditions such as rain, high winds, snow, or fog. Extreme weather conditions can 

permanently damage Solo or cause instability in flight. 

Before flying, determine the boundaries of the safe flying area at your location. Be aware of any risks, including 

bodies of water, structures, trees, power lines, etc, and designate a few areas where you can land Solo in case of 

an unsafe situation. Throughout your flight, be prepared to recover Solo manually or use an emergency procedure if 

Solo flies outside the safe flying area. 

3.3 Visual Line of Sight 

Always fly Solo within your visual line of sight. Don't let Solo get so far away from you that you cannot see its 

orientation or so that any physical obstructions block your view of Solo. 

A Physl~ obsti'UCJions c;an af$o biQck communication s1g6a1$ with 1he c~. - caaslng Solo to attempt to Return Home abng anobstn:rcted Path i 

! 

3.4 Flight School 

If you're new to flying, review the video tutorials in the Flight School area of the app before your first flight. Flight 

School provides useful tips for learning to operate Solo safely and correctly. 

Figure 3.4.5.1 : App Flight School 15 
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3.5 Propellers 

Spinning propellers can cause serious injury. Never touch moving e A p. ropeHers or place any objects in the way of the propeUer arcs While .· •... · . · . 

Solo is powered. 

To avoid hazardous contact with Solo's high-speed propellers, always power off Solo before handling Solo or 

the propellers. When prompted to start motors before takeoff, always ensure that the propellers are clear of any 

obstructions and at least 20 feet away from any people, animals, or property before activating. Do not touch moving 

propellers or approach Solo while the propellers are spinning. 

After landing or returning home, Solo will automatically detect the landing and stop the motors. Do not approach 

Solo until the propellers stop spinning, and always power off Solo before picking it up. 

3.6 GPS 

Solo requires an active GPS signal for flight. After powering on, Solo can take up to 5 minutes to acquire a strong 

GPS lock. Always choose a flying location with a clear view of the sky to improve GPS signal strength. The following 

requirements define a GPS lock: 

• Reported horizontal position accuracy 

• Reported speed accuracy 

• Number of satellites 

• Difference between GPS and inertial navigation vertical velocity 

<16ft. (5 m) 

< 2 mph (1 m/s) 

~6 

< 2 mph (1 m/s) 

If satellite coverage drops beneath a reliable threshold during flight, Solo will automatically switch to FLY: Manual 

mode. This mode does not provide the flight stabilizing GPS functionality, but it still allows you to retain control of 

Solo. 

3.7 Home Position 

Solo's home position is the latitude and longitude coordinates of the launch point used by the autopilot as the 

end point of a return-home command. The autopilot saves the home position at the location where the motors are 

started only after achieving GPS lock. The location of the home position depends on GPS signal strength and is 

usually within 1 to 2 meters of accuracy. Always take off from an open location with a clear path for Solo to return 

home safely. For home position safety in advanced mode, see Section 7.4. 

3.8 Altitude Limit 

Always fly at appropriate altitudes for your flying location and local regulations. Solo cannot avoid obstacles on its 

own, so always select altitudes that avoid any obstacles, such as trees, buildings, and power lines. 

Solo includes a safety fence enabled by default at 150 ft. (46 m). If Solo reaches the altitude limit, Solo will stop 

ascending and limit throttle input to stay below the altitude limit. FAA regulations mandate a maximum altitude of 

400 ft. to avoid potential conflicts with manned aircraft and represents a safe line-of-sight altitude . 

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3.9 Emergency Procedures 

If you experience a problem in flight, use one of the following emergency procedures to stop Solo, end your flight, or 

shut off the motors. 

3.9.1 Pause 

The controller's Pause button allows you to stop Solo mid-air. Solo will hover at the paused location until given 

another command. Use the Pause button to stop Solo from hitting an obstacle or to re-orient Solo for navigation. 

Press Pause during Return Home or Land to pause Solo and stop the landing. Pause is available only with GPS 

lock. 

3.9.2 Regain Manual Control 

Keep the controller easily accessible at all times during flight, including during Smart Shots, and be prepared to 

regain manual control at any time. To return to standard flight during Smart Shots, Return Home, or Land, press the 

Fly button. 

3.9.3 Return Home 

If Solo acquired GPS lock prior to takeoff, press the controller's Home button to return Solo to the launch point 

and land. Use return home after receiving a low battery notification or to end your flight easily. Solo will not avoid 

obstacles while returning home; always verify that the return path is clear before activating Return Home. 

3.9.4 Land 

To land Solo at its current position, press and hold the Fly button. Lift the throttle at any time to exit the landing 

procedure. If Solo does not have GPS lock, there will be no automatic positioning as Solo descends, and drifting 

may occur depending on environmental conditions. 

3.9.5 Motor Shutoff 

In the event that Solo's motors do not stop after landing or for an emergency in-flight kill switch, Solo includes 

an emergency motor shutoff procedure. To shut off the motors at any time, either in flight or on the ground, hold 

the A, 8, and Pause buttons at the same time. An initial screen will appear on the controller to confirm the shutoff 

command; continue to hold A, 8, and Pause buttons to activate motor shutoff. Use the emergency motor shutoff 

only as a last resort. 

Figure 3.9.5.1: Controller- Motor Shutoff 

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3.1 0 Flight Battery 

Use caution when handling the Solo Smart Battery; lithium polymer batteries can cause a fire if handled incorrectly. 

Never alter, puncture, throw, bend, or impact the battery. Keep the battery away from liquids, fire, microwaves, and 

other hazardous or combustible materials. Don't expose the battery to extreme temperatures. If the battery is hot to 

the touch, wait for it to cool before using or charging. 

Inspect the battery before and after each flight. It is possible for the battery to be damaged in shipping, use or 

charging. If you notice any abnormal features such as damage to the exterior shell, swelling, deformation of the 

battery, abnormal smell, leakage, or other unexpected behavior, do not use the battery! These can be signs of 

serious damage that can cause the battery to catch fire. To prevent a hazard in case of fire or explosion, disconnect 

the battery, and place the battery in a safe area outside of any buildings or vehicles and away from flammable 

materials. Do not dispose of the battery in the trash; dispose of the battery at local battery recycling center as soon 

as possible. In the US and Canada, visit call2recycle.org to find a location. 

For long term storage, store the battery in an 64° F to 82° F environment, between 45-85% relative humidity 

and with 50% charge. Always make sure to store the battery in a place where it won't be exposed to extreme 

temperatures or direct sunlight. 

3.11 Controller 

The controller's rechargeable lithium ion (Li-ion) battery is housed inside the controller, accessible by the battery 

door on the back of the controller. The controller battery is pre-attached to the controller, and shouldn't be 

disconnected unless: 

• You plan to store the controller for over three months without using it. In this case, disconnect the battery 

from the controller and leave the battery inside the controller to store it. 

• You need to replace or upgrade the controller battery. Upgraded controller batteries with double the 

capacity are available from store.3dr.com or an authorized retailer. In the case where you need to store the 

extra controller battery, store it in location where it will not come into contact with metal objects or other 

batteries. If the battery's connector comes into contact with a metal object, it can short circuit the battery and 

cause a fire. 

Keep the controller away from liquids, fire, microwaves, and other hazardous or combustible materials. Don't 

expose the controller to extreme temperatures. If the controller is hot to the touch, wait for it to cool before using 

or charging. Perform periodic visual inspections of the controller battery to check for any damage, and handle the 

controller battery using the same safety precautions as the flight battery. 

3.12 Antenna Configuration 

For the strongest connection to Solo, position the antennas down and away from the controller so they are 

approximately perpendicular with Solo in flight, and tilt each antenna out and away from one another at a 20° angle. 

c--~~J-. 

Figure 3.12.5.1: Controller Antenna Orientation 

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4 First Flight 

This section covers basic Solo flight procedures, including takeoff, landing, and manual control. 

4.1 Preflight Checklist 

Before flying, check the following conditions. 

4.1.1 Location 

" Your current location and environmental conditions are suitable for flight. (Section 3.1) 

" Solo is on a level surface at a clear launch point a sufficient distance from yourself and others. (Section 3.1) 

4.1.2 Components 

» The propellers are correctly attached. (Section 2.4) 

" The propellers can spin smoothly and without obstruction when turned. 

» No components on Solo appear loose or damaged. 

4.1.3 Power 

» The controller is powered on with at least 50% charge. (Section 2.3) 

, Solo is powered on with a fully charged battery. (Section 2.2) 

4.1.4 Video (Optional} 

, The Solo app is connected to Solo and streaming video. (Section 2.6) 

» The GoPro® is recording. 

4.2 Takeoff 

The takeoff process has two steps: start motors then take off. Always place Solo at a clear launch point for takeoff, 

at least 20 feet away from you, other people, and structures. 

A. Fl¥1qtdose toobs~tes like bull~ and trees can r~® • accuracy and may rttsutt in u~xpected flight pehavlor. 

4.2.1 Activating Motors 

When Solo is ready to fly, the controller will prompt you to hold the Fly button to start Solo's motors. Hold Fly until 

the propellers spin. Solo is now active, ready for takeoff, and needs to be treated with appropriate caution to avoid 

safety hazards. Press the Pause button anytime Solo is on the ground with the motors spinning to stop the motors. 

Rgure 4.2.1.1: Controller - Start Motors Prompt 19 
Spinning propellers can ca~ serious injury! f!JJways make sure e 

"'-! A Solo is clear of ·any obstructions and au people and animals are away .•··· ··· .... ·· 

from Solo before spinning the props. 

"-"' 

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4.2.2 Initiating Takeoff 

Hold Fly again to initiate takeoff. Solo will rise to 10 feet (3 m) and hover until receiving further control inputs. 

4.3 

A 

Figure 4.2.2.1: Controller - Takeoff Prompts 

Be aware of Solo's orientation before takeoff so you cansafelyna~ate Solo 

up a£1dalNay from you Once it's in the alr.lf SOlo Is facing towardsyQJ.tatl 

takeoff, move the right StiCk back; if Solo is facing away from you,.move the 

right stick forward. 

Landing 

Hold the Fly button to land Solo at its current location. 

A 

Figure 4.3.2.1: Controller - User-Initiated Landing 

When commanded to land, Solo will land at the current location, 

wherever it is. AJways make sure there is a clear path to.a safe landing. 

point directly below Solo before landing. 

After landing. the propellers will stop spinning automatically; wait until the propellers stop spinning before 

approaching Solo. If the propellers do not stop, press the controller's Pause button or use the emergency shutoff 

option described in Section 3.9.5. 

A Never approach Solo while the propeHers are spinning. After an 

auto-landing or return-to-home, always wait until the propellers stop 

before approaching or touching Solo. 

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4.4 Return Home 

The Home button ends your flight automatically by returning Solo to the home position Oaunch point) and landing. 

When commanded to Return Home, Solo: 

1 Achieves a minimum altitude of 49 feet (15 m) or maintains current altitude if above 98 feet. 

2 Moves to launch point and hovers for 5 seconds. 

3 Lands at the home point. 

··r--··························.···<····· .. 0F 

Figure 4.4.2.1 : Return Home Behavior 

Ac "l:r;:.thatlhtreisacJear~t\tO .. honfe:~·~: .·· 

4.5 In-Flight Data 

Use the controller's main data display to monitor Solo's status in flight. 

2 

3 

4 

5 

6 

7 

8 

3 4 

2 

Figure 4.5.2.1: Controller - In-Flight Data 

Flight battery percentage remaining 

GPS signal strength and number of active satellites 

Active mode or Smart Shot ("Fly" indicates standard flight.) 

Controller battery level 

Solo Wi-Fi signal strength 

Horizontal distance from the home position (launch point) 

Current altitude 

Currently assigned functions of controller A and 8 buttons 

5 

6 

7 

8 

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4.6 Joystick Control 

The controller's two joysticks allow you to navigate Solo in flight. The left stick controls Solo's altitude and rotation. 

Figure 4.6.2.1: Controller Left Joystick 

Move the left stick vertically to control Solo's altitude and acceleration. 

M~~·thel.·ttft• st~backtrMt··· 

center t& decrease aftitttde. 

Set 1M left mtqk f!Jity back to 

land once sorp· is a few incbe,$ 

above 1he grQutld. 

Figure 4.6.2.2: Throttle Joystick Behaviors 

~(j 

I,} 

22 
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v 

Move the left stick horizontally to rotate Solo and control orientation. 

' Move the StiCk to the t.ft to 

rotate CQuntercldckwtse. 

Move tfie'$tiQk w tne fight tO . rotate~e. ·· 

Figure 4.6.2.3: Yaw Joystick Behavior 

~;,\"·· 

cl:*\', <•';;<::•)> 

Use the right stick to fly Solo forward, back, left, and right. These movements are relative to Solo's current 

orientation, so always maintain awareness of Solo's forward-facing direction before using right-stick controls . 

..... 

~o~ ,... 

BACK 

"f')~ II 

Figure 4.6.2.4: Controller Right Joystick Controls 

23 
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'-I 

Move the right stick vertically to control pitch. 

Move the right stick 

forward to fly forward. 

Mc:>ve the right stick 

back t9 fly backward. 

Figure 4.6.2.5: Pitch Joystick Controls 

Move the right stick horizontally to control roll. 

Move the r{ght stick 

left toe fly left. 

Ll!ove tne F;rght stick. right · ..· 

tofly@fll 

Figure 4.6.2,6: Roll Joystick Controls 

~ 

·~ 

A 

If you're new to drones, take some ti'me to learn the basics before your 

first flight. Visit 3dr.com/solo/info or check out Flight School in the Solo 

app to learn about flight controls and best practices. 

24 
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4.7 App Interface Overview 

The Solo app provides a simplified interface for viewing Solo's video feed and managing Smart Shots. 

2 3 4 5 6 

Figure 4.7.2.1: App- Main Interface 

1 Uve video feed 

2 Main menu 

3 Horizontal distance from home 

4 Altitude 

5 

6 

7 

8 

9 

10 

11 

Shot List 

Flight battery percentage remaining 

Controller signal strength 

Hide telemetry bar 

Map view 

StarVstop recording to mobile device 

Alerts and instructions 

4.7.1 Map View 

7 8 

9 

To access the small map view, swipe left from the right edge of the app. Swipe left again to full-screen the map, and 

tap the video display to hide the map. The map view is available only with GPS lock and on devices with cellular 

Internet. 

4. 7.2 Shot List 

To access the Shot List, select the active mode or shot from the title bar. Choose from Selfie, Cable Cam, Orbit, and 

Follow to start a shot, or select Fly for standard flight. 

0 .&. ii .. ,._ 

FU' SELF!£ CIIIILECAM QRfJIT FlliJ.lMI 

Rgure 4. 7.2.1: App- Shot List 

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5 Smart Shots 

Solo's Smart Shots automate video capturing to make it easy to get stunning aerial video. Cable Cam and Orbit are 

automatically assigned to the controller's A and B buttons. Use the app to access Selfie or Follow. Smart Shots are 

available only with the Solo app. 

When using Smart Shots without a Solo Gimbal, Solo cannot ensure that the subject is in the frame at all times. 

When attempting Smart Shots without a Solo Gimbal, adjust the camera mount so the camera is fixed at an 

appropriate angle to improve the chances of keeping the subject in the frame. 

5.1 Selfie 

In Selfie, Solo flies a smooth up-and-back path to capture a subject in a cinematic establishing shot. Before starting 

a selfie, always ensure that there is a clear path 200 feet (61 m) behind and above Solo. Once Selfie is activated, 

Solo will fly up and away from the subject to a point 164 feet (50 m) from the subject at 82 feet (25 m) aHitude. 

2 

3 

2 

Distance out (default 164ft.) 

Altitude up (default 82 ft.) 

Flight path 

Figure 5.1.2.1: Selfie Path and Settings 

A 

Always ensure that there is a clear path 200 feet (30 m) behif'ld Md . 

above Solo before starting Seffie. Press Pause at any tim& during Selfle 

to stop Solo. Press Fly at any time to switch to manuaf control. 

5.1.1 Selfie Setup 

To start Selfie, fly Solo to a starting point, facing the subject from approximately 10 feet away, and select Selfie from 

the Shot List. The app will prompt you to press the right arrow to start the selfie. 

Figure 5.1.1.1: App - Selfie Activation 

5.1.2 Selfie Operation 

Tap the forward and back arrows in the app to fly Solo along the Selfie path. The default cruise speed when using 

the app to control Solo in Selfie is set to 9 mph (4 m/s). 

26 
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'-1 

v 

Figure 5.1.2.1: App - Selfie Control 

To control Selfie using the controller, use the right stick to move Solo forward and back along the Selfie path. Press 

Pause at any time to stop Solo; press Fly to exit to standard flight. 

bo 

. 08 0®. ®-

\ 

Rgure 5.1.2.2: Controller - Selfie Control 

5.1.3 Settings 

To access the settings from the in-flight Selfie interface, select the option icon with the three dots in the bottomright. Use the sliders to adjust distance out, altitude up, and cruise speed. Select Selfie How-To for instructions and 

tips. 

Figure 5.1.3.1 : App - Selfte Settings 

5.2 Cable Cam 

Cable Cam creates a smooth shot by flying Solo along an invisible cable between any two preset points. 

5.2.1 Starting Cable Cam 

Press A on the controller, or select Cable Cam from the Shot List on the app. Both devices will prompt you to fly 

Solo to your first point and press A to save it as the first Cable Cam point. Then fly to your second point and press 8 

to save the second point. Try adding a difference in altitude or orientation between the two points for an impressive 

cinematic effect. 

27 
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8D8 

•• 0®0 0~ 

Figure 5.2 .1 .1 : App - Cable Cam Setup 

5.2.2 Cable Cam Operation 

To control Cable Cam through the app, tap the right arrow to move towards point A and tap the left arrow to move 

towards point B. Cable Cam's default cruise speed is set to 9 mph (4 m/s). 

A Always ensure that there is a clear path .between points A and B before 

starting Cable Cam. 

Figure 5.2.2.1: App- Cable Cam Controls 

To operate Cable Cam using the controller, move the right stick to the left to fly towards point A and to the right to 

fly towards point B. Release the right stick to pause along the cable. Use the left stick to temporarily override the 

camera and look left and right. Press Pause at any time to stop Solo; press Fly to exit to standard flight. 

eoe 

88 0®. 0~ 

Figure 5.2.2.2: Controller· Cable Cam Controls 

5.2.3 Cable Cam Settings 

To adjust Cable Cam's options, select the settings menu in the bottom-right corner. Automatic view lock prevents 

left-stick camera control during Cable Cam. Choose Fly Counterclockwise and Fly ClockWise to customize the 

direction Solo rotates between your A and B points. Select Cable Cam How-To for instructions and tips. 

Hy Co<mtar-Ciockwls.e 

cat>~<;ClmHow-Tu 

e 

0 

Figure 5.2.3.1: App- Cable Cam Settings 

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5.3 Orbit 

Use Orbit to fly Solo along a preset circle while fixing the camera on a central target. 

5.3.1 Starting Orbit 

Select Orbit from the Shot List. The app will display the currently set radius of the orbit and show the location of the 

subject on the map. Fly Solo to correct the subject's position on the map if necessary then press A on the controller 

to lock onto the subject. The app will display a Subject Locked confirmation once the orbit subject is set. To adjust 

the position of the subject during Orbit, move the center point on the map. 

Figure 5.3.1.1: App - Orbit Setup 

A 

8okl•'Wltorbitat a,~$Wttaltliuder~!WJ'to._~ ~{ 

==~=tl~~A:~a. enein thef& hur ctearpath fOr SOlo betOre startin90rbit. . .·c •. 

5.3.2 Orbit Operation 

Tap the left and right arrows to fly Solo along the Orbit path. The default cruise speed for Orbit is 2.2 mph (1 m/s). 

Figure 5.3.2.1: App - Orbit Controls 

To control Orbit using the controller, move the right stick left and right to fly Solo along the Orbit path. Move the 

right stick up to reduce the radius of the orbit and move Solo closer to the subject; move the right stick down to 

increase the radius and move Solo away from the subject. 

Move the left stick left and right to temporarily override the camera's lock on the subject and look left and right. 

Move the left stick up and down to adjust Solo's altitude. Use the paddle on the top of the controller to raise and 

lower the altitude of the target. Press Pause at any time to stop Solo; press Fly to exit to standard flight. 

29 
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v 

v 

SubjeetakitUd• 

D 

0®(1) 

Figure 5.3.2.2: Orbit Controls 

5.3.3 Orbit Settings 

Select the Orbit Settings Menu to adjust Solo's default cruise speed in Orbit. 

--- io. 

e Orbit How~ To 

Figure 5.3.3.1: App - Orbit Settings 

5.4 Follow 

Follow creates a virtual tether between Solo and your mobile device, allowing Solo to track you as you move. If 

the Follow subject is engaged in an activity that prevents them from using the controller, you are required to use a 

safety pilot during Follow. The subject will carry the mobile device and be followed by Solo, and the safety pilot will 

hold the controller and be ready to regain manual control at any time. 

Don't allow more than 500 feet of distance between the controller and the mobile device; however, specific range 

limits depend on the device being used. If too much distance is allowed between the controller and the mobile 

device, the device could lose connection with the controller. 

A 

5.4.1 Follow Setup 

Always ensure that fueJ'e IS a clear path fQr Solo citlring FollOW. Jt · will· cl'lOt avoid obstacles that come into the flight path as a te$Ult. or 

fOitowing the subject. 

To start Follow, select Follow from the Shot List in the app and navigate Solo to face the subject. Tap the 

instructional bar to begin following. 

Figure 5.4.1 .1 : App - Follow Setup 

30 
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5.4.2 Follow Operation 

Once activated, Solo will automatically follow the mobile device wherever the subject carries it. In the app, the 

subject can press the left and right arrows to orbit Solo around them. On the controller, move the right stick up and 

down to adjust the following distance, and move the right stick left and right to orbit around the subject. Use the 

left stick to adjust Solo's altitude during Follow and to override the camera tracking and temporarily pan the camera 

left and right. At any time during Follow, press Pause to stop Solo and the camera will continue to track the subject. 

Press Fly to return to standard flight. 

D 

0<ID. 

Figure 5.4.2.1: Follow Controls 

5.4.3 Follow Settings 

Select the Settings menu to adjust the default cruise speed during Follow. Follow's default cruise speed is set to 2.2 

mph (1 m/s). 

A- -------- it. 

8 FollowHowwTo 

Figure 5.4.3.1: App - Follow Settings 

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6 Alerts 

The following alerts will appear on the controller in the event of a preflight or in flight error. Always monitor the 

controller for alerts and perform the recommended actions. 

6.1 Preflight Errors 

Before starting the motors, Solo runs a series of automatic checks to ensure that the system is ready for flight. 

6.1.1 Calibration 

The following errors indicate that a preflight check is in progress: altitude calibrating, calibrating solo, and calibrating 

compass. Please wait for the error to clear before continuing. 

Figure 6.1 .1.1 : Controller - Calibration in Progress Alerts 

If Solo is not placed on a level surface, you will receive the following alert to move Solo to a level surface for takeoff. 

Figure 6.1.1 .2: Controller - Uneven Surface Alert 

If Solo requires manual calibration, the following alert messages show the displays for compass and level 

calibrations. Refer to Section 9.2 for compass and level calibration instructions. 

Figure 6.1 .1 .3: Controller - Re-Ca6bration Required Alerts 

In the case of a calibration or sensor error during startup, restart Solo to clear the following alerts. 

32 
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Figure 6.1 .1.4: Controler - CaUbration Error Alert 

6.1.2 Service Alerts 

The following alerts indicate a system error that requires service. Use the app to submit a trouble ticket with 3DR 

Support or contact an authorized Solo Service Center to service Solo and clear the alert. A control stick error can 

occur either in flight or before takeoff. If the control stick error is received in flight, Solo will return home and land. 

Figure 6.1.2.1: Controller - Service Alerts 

6.2 In-Flight Errors 

During flight, the controller monitors Solo's GPS signal, controller signal, flight battery level, and controller battery 

level. 

6.2.1 Altitude Limit 

If Solo reaches the altitude limit during flight, it will maintain and not exceed that altitude and the controller will 

display the following alert. 

Figure 6.2.1.1: Controller - Altitude Limit Alert 

6.2.2 App Connection 

The controller will display the following banner-style alerts in the event that the Solo app is connected to or 

disconnected from Solo. We recommend having an active connection to the Solo app at all times during flight. Refer 

to Section 2.6 for connecting to Solo Wi-Fi with the app. Solo will not return home if the connection to the app in 

lost during flight. 

33 
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Figure 6.2.2.1: Controller- App Connection Alerts 

6.2.3 Controller Signal Alerts 

Flying behind solid objects, like buildings and trees, blocks communication signals between Solo and the controller. 

Always maintain visual contact with Solo to ensure that the signal is unobstructed. Cell phone towers and nearby 

Wi-Fi signals can cause interference with the communication system and decrease its range. Avoid flying in 

populated areas to avoid sources of interference. 

If the controller becomes unpaired from Solo during flight, the controller will display the following alert and Solo will 

Return Home. See Section 9.3 for pairing instructions. 

Figure 6.2.3.1: Controller - Controller Disconnected Alert 

If the signal between Solo and the controller is lost during flight, the controller will display the controller signal lost 

alert and Solo will Return Home. If signal is recovered while returning home, the controller will display the signal 

recovered alert and provide the option to regain manual control by pressing the Fly button. 

Figure 6.2.3.2: Controller - Controller Signal Alerts 

6.2.4 GPS Signal Alerts 

If GPS is lost during flight, Solo will switch into Fly: Manual. In the event of a loss of GPS, we recommend landing 

Solo and waiting to acquire GPS lock before taking off again. 

In Fly: Manual, Solo uses the same joystick controls as in standard flight (displayed as "Fly"), but it does not include 

any GPS positioning. Therefore, in Fly: Manual, Solo will not hold its position when the right stick is released, and 

you must maintain close control over roll, pitch, and yaw. Without GPS, Pause, Return Home, and Smart Shots are 

not available. During Land, Solo will not be able to maintain position due to the lack of GPS positioning and will drift 

according to wind and other environmental conditions. If another alert occurs while Solo is in Fly:Manual, Solo will 

not be able to Return Home and will instead initiate a non-positioned landing at the current location. 

If GPS is recovered in flight, Solo will switch from Fly: Manual to standard flight (Fly), and GPS positioning will 

activate. The following displays show (from left to right) the GPS lost alert, Solo in Fly:Manual, and GPS recovered 

alert. Always choose a location with a clear view of the sky to improve GPS signal strength. 

34 
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Figure 6.2.4.1: Controller - GPS Signal Alerts 

6.2.5 Flight Battery Alerts 

The controller monitors the Solo battery during flight and provides alerts when the battery reaches critical levels. At 

25% and 10% power remaining, the controller will provide a land-soon alert recommending that you end your flight 

to prevent an automatic landing. 

Figure 6.2.5.1: Controller - Low Battery Alerts 

If the battery reaches 5%, Solo will Return Home to prevent a crash. After landing, tum off Solo immediately; if the 

battery level reaches 0% at any time, irreversible damage will occur and the battery should be recycled. 

Rgure 6.2.5.2: Controller - Critical Battery Alert 

6.2.6 Controller Battery Alerts 

When the controller battery reaches 10% of its remaining charge, the controller will display an alert to notify you to 

charge the controller at your next opportunity. At 5%, the controller will prompt you to end your flight and charge 

the controller. If the controller battery reaches a critical level in flight, Solo will Return Home. The following displays 

show (left to right) the 10%, 5%, and 0% alerts 

Figure 6.2.6.1: Controller- Controller Battery Alerts 

35 
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7 Advanced Settings 

This section provides instructions for accessing and using Solo's advanced features and settings. 

7.1 Advanced Flight Modes 

Are you a quadcopter pro? We designed Solo to be simple and reliable, but also really fun to fly. Solo includes five 

advanced flight modes: FL Y:Manual, stabilize, aero, sport, and drift. 

A 

7.1.1 Fly:Manual 

Advmtced flight modes: are for experieoceo operatots ooJY. Po not 

aftemptta fly in any~ .modet unles$¥®are CQmf~ 

flying multicopters withOut positioning and altitUde~~ 

Fly: Manual mode is a version of standard flight without GPS lock. In Fly:Manual, the throttle stick controls altitude 

the same way as standard flight (Fly mode). However, Fly: Manual includes no GPS positioning so that, when 

you release the right stick, Solo will not hold its position; it will drift according to wind conditions and existing 

momentum. When flying in Fly: Manual, make constant adjustment to the right stick to control Solo's position and 

use the left stick to maintain Solo's orientation. 

7 .1.2 Stabilize 

Stabilize mode provides full manual control without autopilot assistance. In stabilize, the autopilot regulates Solo's 

roll and pitch angles so that Solo returns to level when you release the right stick. The throttle stick controls power 

and acceleration directly; it does not correspond to altitude. Stabilize requires fine-tuned control of both the left and 

right sticks to fly Solo. Stabilize does not require GPS lock. 

7.1.3 Drift 

Drift modes requires GPS lock and provides a plane-like flying experience. Drift is ideal for navigating Solo using 

the video feed. This is known as first-person view (FPV) and provides an immersive flying experience. In drift, Solo 

combines roll, pitch, and yaw onto the controller's right stick. To navigate Solo in drift, move the right stick to initiate 

a coordinated tum in that direction. Releasing the right stick will cause Solo to drift to a stop over a two-second 

period. Solo does not automatically control altitude in drift, and will require constant adjustments to the throttle stick 

when flying in drift. 

7.1.4 Aero 

Aero is the most advanced of Solo's flight modes. It provides unrestricted control over Solo's roll and pitch angles. 

Aero is intended for performing aerial acrobatics, flips, and maneuvers requiring extreme angles. There is no altitude 

or position assistance in aero, so be prepared to make constant adjustment to both sticks. Aero is a copter-frame 

oriented mode, meaning that, in aero, Solo will always respond to controls relative to its own orientation. Aero does 

not require GPS lock. 

A Do not fly In aero unless you are an extremelY expet{eoced operator. Without the proper skiDs, crashes in aero are highly Ukely. 

36 
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7.1.5 Sport 

Sport mode in a modified version of aero that includes altitude assistance and earth-frame orientation. With 

altitude assistance, the throttle stick behaves the same in sport as it does in standard flight (Fly mode). Earth-frame 

orientation differs from copter-frame orientation in that the direction of yaw rotation is in relation to the earth instead 

of in relation to the copter itself. For example, if Solo is pitched forward in sport mode and left yaw is applied, 

Solo will maintain the same pitch angle and rotate around the vertical axis. As opposed to in aero's copter-frame 

orientation, in which, in the same situation, Solo will perform a cartwheel. Sport does not require GPS lock. 

7.2 Enabling Advanced Flight Modes 

To unlock Solo's advanced flight modes, use the app to select Advanced Settings from the Settings menu. Toggle 

the Enable Advanced Flight Modes option to gain access to Solo's advanced modes. 

9 System Info 

J Advanced Settings ,..____ 

..,_Adv""""'Flight- ~ '~ 

Save Vtdeos to i0evtt9 C:) 

AutomaticaDy record Video during Shotl c 

1\nonymo<>s -· c::._; 

Figure 7 .2.5.1: App -Advanced Settings 

7.3 Accessing Advanced Flight Modes 

Once enabled, advanced flight modes can be accessed only be assigning them to the controller's A and 8 buttons 

using the app. In the app, select Preset A or Preset 8 from the Solo menu. (The app must be connected to Solo to 

apply button assignments.) Once assigned, use the controller to activate advanced modes during flight. 

Set.<; tha (;{(:)Sailor me Cool roller's A bu!:tCIL 

A.Y: Manual 

"""""• 

.... 

"'" 

-

Figure 7.3.5.1: App- A and B Presets 

7.4 Home Position Safety 

Fly: Manual, stabilize, aero, and sport modes do not require GPS lock. To take off without GPS lock, Solo must be 

set to one of these modes. Without an active GPS signal, Return Home, Pause, and Smart Shots will be disabled. 

If you choose to take off without GPS lock, Solo will not save a home position at the launch point. If Solo acquires 

GPS lock mid-flight, the autopilot will save a home position at that location. To prevent a potentially unsafe situation, 

do not use Return Home if Solo did not acquire GPS prior to takeoff. 

A If Solo did not acquire GPS lock prior to takeoff, do not use~ 

a Home. 

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7.5 Performance Adjustment 

The Solo app includes options to adjust Solo's performance to suit your flying style. To access the performance 

sliders, select Performance from the Solo menu. The flight slider controls how fast Solo flies and how responsive 

it is to controls. The camera pan slider regulates the speed that Solo rotates. Move the slider towards the turtle for 

slower, more cushioned movement, or move the slider towards the rabbit for faster, more responsive movement. 

Medium 

.. ·--·-------· io 

Medium 

.. -------·-·-- "" 

Rgure 7 .5.5.1 : App - Performance Sliders 

7.6 Units 

To change the units in the Solo app from imperial to metric, select Units from the Settings menu. 

Pletrurwi 'o:tyif1 vi tlfiits 

..... c 

lm ...... 

• 

Figure 7.6.5.1: App- Change Units 

7.7 Maximum Altitude Adjustment 

To adjust the altitude limit, select Altitude Limit from the Solo menu. If you choose to select No limit, ensure that you 

always operate Solo within your visual line of sight and in compliance with local regulations. 

• Wi·ASetti"!J9 Solot•nk_l'lv"!\8 

Sets the maximUm height (from triJifroff) Solo is &tlowed to lty, 

I!J Pertonnance 

• ~Umrt ~~.-------------- 8 -A 

. -· 

Figure 7. 7 .5.1 : App - Altitude Limit 

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8 Support 

3DR Support is here to help you get the most out of Solo. If you have any questions, please contact us at 

support@3dr.com or give us a call at 1 (855) 982-2898 (toll free in the US and Canada) or direct at + 1 (858) 225-

1414. To submit a support request through our website, visit 3dr.com/support. 

Use the Solo app to submit a trouble ticket and your flight logs will automatically be sent to 3DR Support. To submit 

a support request within the Solo app, select Support from the main menu, and select Log Trouble Ticket. 

9 Maintenance 

Having Alght Troubles? 

Logat!\lltllelicketandwswiSIIiii'ICI 

Q.IStOma"aupportanemaliWII:h'J()UI 

~logS:liUactleci.Theywl.beoblotD 

as811$:11ytU1Wgttl:undbetterl~Jldenttnj 

the-l)lllbtoJmyoumt~. 

~ --

Figure 8. 7 .5.1: App - Submit Trouble Ticket 

This section covers basic operational maintenance procedures for Solo. For repairs not covered in this manual, 

contact 3DR Support or an authorized Solo Service Center. 

Solo's exterior components are designed to absorb impact from hard landings and protect the core electronics. 

If damage is sustained to Solo's legs or motors, replace them with official 3DR parts from store.3dr.com or an 

authorized retailer. 3DR offers an extended controller battery upgrade with double the capacity so you can fly more 

between charges. Before opening the battery bay or performing any maintenance on Solo, always ensure that Solo 

is powered off with the battery removed. 

9.1 Controller Battery Replacement 

To replace the controller battery, open the battery door on the back of the controller. Remove the foam block and 

disconnect the battery from the port in the side of the battery compartment. To install a battery, connect the battery 

to the controller, and, for standard-size controller batteries, use the foam block to pad the empty space in the 

compartment. See Section 3.11 for information on safely storing spare controller batteries. 

Figure 9.1.5.1: Controller Battery Installation 

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9.2 Calibrations 

Use the Solo app to perform compass and level calibrations when prompted by the controller. Remove Solo's 

propellers before performing calibrations. 

9.2.1 Compass Calibration 

To calibrate Solo's compass, connect the app to Solo Wi-Fi and select Compass Calibration from the Solo menu. 

Ensure that Solo and the controller are powered on with the propellers removed. Solo requires an interference-free 

environment for compass calibration, so ensure that you are away from metal buildings, reinforced concrete, or 

other metal structures before starting calibration . 

.. AltitlJdeUmrt 

e -A 

·-· 

+ Acceterom&ter Catibration 

0 Compass Calibration 

Figure 9.2.1.1: App - Compass Calibration Setup 

The app will prompt you to rotate Solo end-over-end multiple times until the bar at the top of the screen is 

completely green. If the calibration fails, move to a different location and try again. 

AotatltSolo multiple ttm.. until ttw bar ...... 

St,yrwlltff•cm<r>Mt~•'<'..blfl<tl!llm<d~~rn'/OOrOfc.. 

Rgure 9.2.1.2: App - Compass Calibration Procedure 

9.2.2 Level Calibration 

A level calibration zeroes Solo's accelerometers to recognize static states. To perform a level calibration, remove 

the propellers from Solo and connect the app to Solo Wi-Fi. Select Level Calibration from the Solo menu, and follow 

the prompts to place Solo perfectly still on each side in turn. In each step, wait a few seconds after moving Solo to 

press Next. 

• Altitudelimit calibrating Level ensures Solo can fly accurately. Place Solo pertectty still on a level surface . 

Remove propelers and press begin . 

• PreeetA 

·-· 

+ Accelerometer Calibmt!On 

ffi Compas&Galtbration 

Figure 9.2.2.1: App - Level Calibration 

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9.3 Pairing 

To pair a controller with Solo, power both the controller and Solo. Power off any other Solos or controllers in the 

vicinity. Once powered, use a paper clip to press the pair button on the underside of Solo to activate pairing mode. 

Figure 9.3.2.1: Solo Pair Button 

The controller will automatically detect Solo and prompt you to pair. This can take up to 3 minutes. Hold the A and B 

buttons on the controller to start pairing. To cancel pairing, press B. 

Figure 9.3.2.2: Controller Pairing Procedure 

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9.4 Legs 

Solo uses three unique types of legs: 2 legs with an antenna module (#1 and #2), a leg without any electronic 

components Oeg #3), and a leg with a compass module (leg #4). Replacements for all types of leg can be purchased 

from store.3dr.com or an authorized retailer. 

Antenna 

Compass 

Antenna 

Standard 

Figure 9.4.2.1: Leg Types 

9.4.1 Leg #3 

To replace a standard leg, use a #2 Phillips screwdriver to remove the two screws, detach the old leg, and attach 

the new leg using the provided screws. 

Rgure 9.4.1.1 : Standard Leg Replacement Process 

9.4.2 Legs #1 and #2 with Antennas 

To replace a leg with an antenna module where the antenna is physically undamaged, you'll need to remove the 

antenna from the old leg before replacing it. 

To detach the antenna, remove the plastic sheet from the leg (1) and detach the antenna from the Velcro by carefully 

pulling the cable {2). Follow the standard leg replacement procedure to detach the old leg (3). 

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Figure 9.4.2.1: Detaching the Antenna from the Leg 

Attach the new leg by threading the antenna cable through the notch in the top of the leg (1) and securing the leg 

using the provide screws (2). 

Figure 9.4.2.2: Attaching a New Leg with an Existing Antenna 

To secure the antenna to the new leg, use the provided Velcro to attach only the yellow-backed Velcro strip to the 

Velcro on the antenna. Then remove the backing and attach the Velcro and antenna to the inside of the leg, placing 

the tip of the antenna 5 mm from the edge of the rubber foot (1) as shown below. Fold the ends of a provided 

plastic sheet at right angles (2), remove the adhesive backing, and stick the plastic sheet to the leg so it secures the 

antenna in place (3). 

1,~//2 

til 

Figure 9.4.2.3: Attaching an Existing Antenna to a New Leg 

5 mm between 

antenna and foot 

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9.4.3 Leg #4 with Compass 

Solo's right-rear leg (#4) contains the compass module. Start by detaching the leg from the arm as you would a 

standard leg, but the leg will not be removable until you disconnect the compass from Solo. To access the compass 

connector, you'll need to remove the battery tray from Solo. See Section 9.5 for battery tray removal instructions. 

With the battery tray removed, locate the compass connector in the corner of the board closest to the leg being 

replaced. Disconnect the compass connector from the board by holding down the tab on the far side of the 

connector and lifting up the connector. Since the space between the arm and the connector is limited, it may help to 

use a screwdriver to press the tab. 

Figure 9.4.3.1: Compass Connector on Mainboard 

With the compass disconnected, remove the old leg and cable from Solo. Place the new leg into position and thread 

the new compass cable through the arm where it can connect to the board. Connect the compass connector in the 

same place as the old compass. 

Figure 9.4.3.2: Insert New Leg with Compass 

Secure the new leg in place and replace the battery tray. 

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9.5 Battery Tray 

The battery tray holds the battery and GPS in place, and allows you to access the main electronics bay. This section 

covers how to remove to tray to access the interior of Solo. 

9.5.1 GPS Cover 

The GPS cover is the flat, black end cap in front of the battery tray. To remove it, use a small, flat prying tool to 

loosen the four clips along the back edge of the cover. 

Figure 9.5.1 .1 : GPS Cover Removal 

9.5.2 Battery Tray Removal 

To detach the battery tray and access Solo's main electronics bay, use a small Philips screwdriver to remove the 7 

screws securing the battery tray to Solo. · 

Figure 9.5.2.1: Battery Tray Removal 

The battery tray will still be connected to Solo via the GPS cable, so carefully lift out the tray just enough to access 

the board beneath. 

Figure 9.5.2.2: Battery Tray Detachment 

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9.6 Motors 

Replacement motors are available as clockwise and counterclockwise Motor Pods. Use a counterclockwise Motor 

Pod to replace motors #1 and #2, and use a clockwise Motor Pod to replace motors #3 and #4. Replace motor pods 

every 150 hours of flight or when they can no longer turn smoothly. 

To replace a Motor Pod, first, use a small, flat prying tool to remove the LED cover form the underside of the arm. 

Figure 9.6.2.1: LED Cover Removal 

Use a #2 Phillips screwdriver to remove the four screws securing the pod to the arm. 

Figure 9.6.2.2: Motor Pod Removal 

Disconnect the wide beige connector, the red wire and the black wire to remove the old motor pod. To remove the 

wide beige connector (DF13), carefully lift the edges of the connector away from the pod until they pop out, then 

remove the connector. Don't pull on the wires! The connector can break easily if force is used to remove it. 

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~ 

.(!}'' =~-~~.~· ~::~ .> i / - :-·.'\ ... 

,,·.·····:<~ill 

Figure 9.6.2.3: Motor Pod Disconnection 

Connect the 3 cables from the arm to the new motor pod. Tuck the cables inside the arm and set the new pod into 

place. 

Rgure 9.6.2.4: Motor Pod Connection 

Turn over Solo and secure the new motor pod into place using the 4 provided screws. Do not reuse the screws from 

the old Motor Pod. Finally, snap the LED cover back into place. 

Figure 9.6.2.5: Motor Pod and LED Cover Attachment 

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9.7 

A 

Factory Reset 

Contact customer support before performing a Factory Reset. This 

procedure ean cause irreparable damage to Solo. 

Performing a factory reset restores Solo and the controller to their state prior to the first flight update. Use a factory 

reset if you forget your Solo Wi-Fi password or need to restore Solo's factory settings. 

9. 7.1 Controller 

To reset the controller, start with the controller powered off. Hold the power and Fly buttons simultaneously until 

you see the controller-updating display (Figure 2 .6.4. 7). The controller will restart, taking up to 5 minutes, then 

display the green checkmark and prompt you to press A to continue (Figure 2.6.4.9). When the reset procedures 

is complete, the controller will display the preflight-update display (Figure 2.6.4.1). Complete the update process 

described in Section 2.6.4 to prepare Solo for flight. 

9.7.2 Solo 

As part of the reset procedure for Solo, Solo will be un-paired from the controller. Start by powering off Solo. Use 

a paperclip or similar tool to press and hold Solo's pair button (Figure 8.3.2.1) while powering on Solo. Release the 

pair button after you see the internal LED adjescent to the Pair button start rapidly flashing orange. This signals the 

factory reset procedure is now underway. 

After a few minutes, Solo's main LEOs will start flashing different colors in a rot<;1ting pattern as the reset nears 

completion. Once Solo emits an initialization tone, the factory reset is complete, and Solo is now ready to be paired 

with the controller; follow the instructions in Section 9.3 to pair Solo with the controller. If the rotating light pattern 

stops, but Solo doesn't emit an initialization tone, power off and power on Solo and follow the pairing instructions in 

Section 9.3. 

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10 Appendix 

1 0.1 Specifications 

Solo is a quad-rotor aerial vehicle powered by the 3DR Pixhawk 2 autopilot system and APM:Copter flight control 

software. Solo communicates with the controller and Solo app over the 3DR Link secure Wi-Fi connection. 

Autopilot: 

Flight code: 

Control: 

Wireless communication: 

Frequency: 

Height: 

Motor-to-motor dimension: 

Propulsion: 

Propeller: 

Weight with battery: 

Controller battery life: 

Extended controller battery life: 

Controller battery: 

Power: 

Battery: 

Battery weight: 

Estimated flight time: 

Maximum altitude: 

Range: 

Payload capacity: 

Cruise speed: 

Maximum speed: 

Maximum climb rate: 

Maximum descent rate: 

Headwind limitation: 

Crosswind limitation: 

Camera: 

Solo app compatibility: 

Operating temperature: 

Operating relative humidity: 

3DR Pixhawk 2 

ArduPilot Copter 

3DR Solo Controller 

3DR Link 1.0 

2.4 GHz 

1 0 in. (25 em) 

18 in. (26 em) 

880 Ky motors, two clockwise rotating motors and 

two counterclockwise rotating motors 

1 0 in. x 4.5 in. (25 em x 11 .4 em) 

3.3 lbs. (1 .5 kg) 

3 hours 

6 hours 

Li-ion 2600 mAh 7.2 Vdc (5200 mAh for extended battery) 

Electric (rechargeable lithium polymer battery) 

Lithium polymer, 5200 mAh, 14.8 Vdc 

1 lb. (.5 kg) 

25 minutes* 

328 ft. (1 00 m) 

.5 miles** (.8 km) 

1.1 lbs. (500 g) 

5.7 mph (2.5 m/s) 

55 mph (25.5 m/s) 

11 mph (5.0 m/s) 

5.5 mph (2.5 m/s) 

25 mph (11 m/s) 

25 mph (11 m/s) 

Streaming video compatible with GoPro® HERO 3, 3+ or 4 

Full compatibility with GoPro® HERO 3+ or 4 

iOS 8.0 or later I Android 4.3 or later 

32° F - 113° F (0° C - 45o C) 

0-85% RH 

*Flight time varies with payload, wind conditions, elevation, temperature, humidity, flying style, 

and pilot skill. Listed flight time applies to elevations less than 2,000 ft above sea level. 

**Range varies with location, antenna orientation, background noise and multi-path. 

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10.2 Warranty 

3D Robotics warrants to the original retail purchaser of Solo {the "Product'') that at the time of purchase that this 

product is free from material defect in materials and workmanship. Should this Product fail during normal consumer 

usage and conditions due to defective material or workmanship within one year from the date of purchase, or such 

longer period as is required by applicable law ("Warranty Period"), such defect(s) will be repaired or replaced at 3D 

Robotics' option, without charge for parts or labor directly related to the defect{s). The complete terms of the limited 

warranty applicable to Solo can be found at 3dr.com/terms. 

This Warranty extends only to consumers who purchase the product from a 3D Robotics authorized reseller 

and is not transferable or assignable. This Warranty does not apply to: (1) Product subjected to abnormal use or 

conditions, accident (including without limitation, collision, crash or fire), alteration, or improper repair; (2) damage 

from exposure to moisture or extreme environmental conditions; (3) damage from use with any accessory, software 

or other product not expressly authorized by 3D Robotics; (4) damage from external causes such as dirt, sand, 

battery leakage, blown fuse, or improper usage of any electrical source; (5) commercial use; or (6) use in violation of 

law or ordinances in effect in the jurisdiction in which the Product is used. 

3D Robotics assumes no liability for any accident, injury, death, loss, or other claim related to or resulting from 

the use of this product. 3D Robotics makes no other warranties for Solo, and makes no warranties whatsoever 

for service, software, maintenance or support for non-3D Robotics branded products. Such products, service, 

software, maintenance or support is provided by 3D Robotics "As Is" and any third-party warranties, products, 

software, services, maintenance or support are provided by the original manufacturer or supplier, not by 3D 

Robotics. 

Software is subject to the separate software license agreement accompanying or made available to you in 

connection with the software. A portion of the software contains or consists of open-source software, which you 

may use under the terms and conditions of the specific license under which the open-source software is distributed. 

You agree that you will be bound by any and all such license agreements, and that your usage of this product 

indicates your acceptance of those agreements. Title to software remains with the applicable licensor{s). In no event 

will 3D Robotics be liable to you for damages, including any general, special, incidental or consequential damages 

arising out of the use or inability to use the software. 

THE EXTENT OF 3D ROBOTICS' LIABILITY UNDER THIS WARRANTY IS LIMITED TO THE REPAIR OR 

REPLACEMENT PROVIDED ABOVE AND, IN NO EVENT, SHALL ITS LIABILITY EXCEED THE PURCHASE PRICE 

PAID BY PURCHASER FOR THE PRODUCT. 

10.3 Regulatory Compliance 

10.3.1 U.S.- FCC (Federal Communication Commission) 

3DR Solo FCC: 

3DR Solo Controller FCC: 

2ADYD-S111 A 

2ADYD-AT11A 

This device complies with Part 15 of the FCC rules. Operation is subject to the following two conditions: (1) This 

device may not cause harmful interference, and {2) this device must accept any interference received, including 

interference that may cause undesired operation. 

Changes or modifications not expressly approved by 3D Robotics could void the user's authority to operate the 

equipment. 

Radiation Exposure Statement: 

The Solo system has been tested to ensure compliance with FCC-mandated limits for general population radio 

frequency (RF) exposure for an uncontrolled environment. These limits ensure that no harmful effects will result from 

operating Solo according to the standard operating procedures described in this manual. 

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The body's Specific Absorption Rate (SAR) for the Solo controller is 1.33 watts per kilogram (W/kg) in compliance 

with the FCC limit of 1.6 W/kg. To reduce exposure to RF energy, hold Solo at least 20 em away from your body at 

all times during operation. Do not operate the Solo controller co-located or in conjunction with any other antenna or 

transmitter. 

This device complies with Part 15 of the FCC Rules. Operation is subject to the condition that this device does not 

cause harmful interference. 

1 0.3.2 Canada - Industry Canada 

3DRSoloiC: 

Model number: 

3DR Solo Controller IC: 

Model number: 

12768A-S114A 

S110A 

12768A-AT14A 

AT10A 

This device complies with Industry Canada license-exempt RSS standard(s). Operation is subject to the following 

two conditions: (t) this device may not cause interference, and (2) this device must accept any interference, 

including interference that may cause undesired operation of the device. 

Le present appareil est conforme aux CNR d'lndustrie Canada applicables aux appareils radio exempts de licence. 

L'exploitation est autorisee aux deux conditions suivantes: (1) l'appareil ne doit pas produire de brouillage, et (2) 

l'utilisateur de l'appareil doit accepter tout brouillage radioelectrique subi, meme si le brouillage est susceptible d'en 

compromettre le fonctionnement. 

IC Radiation Exposure Statement: 

The Solo system has been tested to ensure compliance with IC-mandated limits for general population radio 

frequency (RF) exposure for an uncontrolled environment. These limits ensure that no harmful effects will result 

from operating Solo according to the standard operating procedures described in this manual. To reduce exposure 

to RF energy, hold Solo at least 20 em away from your body at all times during operation. Do not operate the Solo 

controller co-located or in conjunction with any other antenna or transmitter. Changes or modifications not expressly 

approved by 3D Robotics could void the user's authority to operate the equipment. 

51