0'-'v

'. Guillermo Ortiz 1914 Dakota Run Lane, Katy, Texas, 77493 ' Direct Phone: +1713 839 6513 Email: guillermotortiz@gmail.comDocket 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 1of6 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 Siror Madam: Pursuant to Section 333 ofthe FAA Modernization and Reform Actof 2012 (the Reform Act) and 14 C.F.R. Part 11,I hereby apply foran exemption from the listed Federal Aviation Regulations ("FARs") to allow business use (commercial operation) ofits UAS, so long as such operations are conducted within and under the conditions outlined herein oras may be established bythe FAA as required by Section 333. I. INTRODUCTION Iseek to operate UAS to conduct aerial photography for visual assessment oftall 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 ofits application, I submit a3DR 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)-......_.;-....._,;\.....,/

II. PROPOSED OPERATIONS DO NOT CREATE SIGNIFICANT HAZARDS FAA Petition; Guillermo Ortiz Page 2of6 The UASI operate isthe 3DR SOLO, an electric multi-rotor craft, weighing less than 55 lbs. including payload. 3DR SOLO operates ata speed ofno 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 ofthe owners ofthe 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 inthe event ofan accident or loss of control. Ihave enclosed a3DR 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 aUAS 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 isinthe 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 forat least an equivalent or even higher level of safety to operations under the current regulatory structure. These limitations and conditions to which I agree tobe bound when conducting commercial operations under an FAA issued exemption include: a. The UAS utilized will weigh less than 55lbs. including payload. b. Flights will be operated during daylight hours, in visual meteorological conditions, and within visual line of sight (VLOS) ofthe PICofthe UAS. c. All operations will utilize a visual observer in addition tothe operator. d. Maximum total flight time for each operational flight will be approximately 30 minutes, or when the Low Battery Warning activates.'-"'-I\....,/

V. EXEMPTIONS REQUESTED 14 C.F.R. §61 .113(a) and (b): Private v. Commercial Pilot Certificates FAA Petition; Guillermo OrtizPage3 of6 Sections 61.113(a) and (b) prohibit private pilots from operating an aircraft for compensation or hire. I propose Iwill have at least a sport pilot certificate. Operations will be conducted over private property, ina sterile area at least 500ft from all non-participants. For the reasons set forth inthe FAA's grant ofan exemption to Astraeus Aerial, Ido not believe a commercial pilot certificate is necessary for the operations I intends to conduct. See, e.g., Inthe matter ofthe 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 ofan unairworthy aircraft, and places responsibility for airworthiness determinations on the pilot in command. The UAS will not have an airworthiness certificate, and there isno FAA regulatory standard for determining airworthiness ofthe 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 ofan exemption from 91.7 to Total Safety U.S., Inc.,I request an exemption from 14 CFR. § 91.7(a).

See, e.g., Inthe matter ofthe 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 ofthe aircraft. To the extent that the structures I would be inspecting are considered tobein "congested areas," but operational procedures, and the size, weight and speed ofthe UAS, provide an equivalent level of safety such that operations conducted uptoa 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 tobe 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 Iwill 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, inthe event ofa 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 linkis reestablished and PIC takes manual control. I therefore request an exemption from 14 CFR§ 91.119(b).\,..,/.'-" FAA Petition; Guillermo OrtizPage4 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 isforaUAS that flies similarly to a helicopter and the exemption requests authority to operate at altitudes upto 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 itis operated. As discussed above, the establishment ofa sterile area, included safety buffers of500 feet for personnel not associated with the operation. A100 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) forall authorized personnel associated with the operation. The FAA Office ofthe Chief Counsel has indicated that whether an area is "congested" is determined ona 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 toan altimeter that isset"...to the elevation ofthe departure airport oran appropriate altimeter setting available before departure." The UAS may have in addition toa 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 inVFR Conditions Section 91.151 (a) prohibits an individual from beginning "a flight inan airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel toflyto the first point of intended landing, and, assuming normal cruising speed- (1) During the day, tofly after that forat least 30 minutes; or(2)At

night, tofly after that forat least 45 minutes." Maximum total flight time for each operational flight will beno more than 25 minutes. Flights will be safely landed when the battery falls below its nominal voltage, should that occur prior to completion ofthe operation. The 3DR SOLO has an onscreen battery gauge which is continually monitored andaLow 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 Eof this part and shall between required inspections, except as provided in paragraph (c)of this section,\.....)**"-.,.~** FAA Petition; Guillermo Ortiz Page 5of6 have discrepancies repaired as prescribed in part 43of 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 UASis in working order prior to initiating flight, perform required maintenance and inspections, and keep alogof 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 bythe 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 ofthe Aircraft 14 C.P.R. §91.7(b): Civil aircraft airworthiness 14 C.P.R. §91.1 09: Flight instruction

Ialso believe that an exemption from 14 C.P.R. § 91.103: Preflight Action, isnot 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 asset forth inthe 3DR SOLO User Manual submitted as part of this request. The FAA has previously found that adherence to procedures contained inan 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., Inthe 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 ofthe flight. Consequently, in light ofthe agency's prior finding in Total Safety U.S., Inc.,Ido not believe an exemption from 14 C.F.R. § 91.103 are necessary. Pursuant to14 C.P.R. Part 11, the following summary is provided for publication inthe Federal Register, should itbe 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 oftall 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 ofthe tower, using high-reach\,....''\.....;/'-"

FAA Petition; Guillermo OrtizPage6 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, aUAS weighing less than 55lbs. and powered by batteries, eliminates virtually allof that risk given the reduced mass and lack of combustible fuel carried on board. The UASis carried tothe project site and

not flown. The UAS will carry no passengers or crew and, therefore, will not expose them tothe 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 inthe 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, asa result, are far safer than conventional alternatives. PrivacyAll 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 ofthe 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 ofthe requested exemptions allowing commercial operation of proposed UAS to conduct aerial photography for structural assessment oftall 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:; ?IVJ (.It,.**~ /t:u~&~~1'8**  Guillermo T. Ortiz /_../').··/)-/,·lf/I/-**(~,** (Jz;;:..**~~**\.J.........._,;\..-/ Federal Aviation AdministrationMemorandumDate:To:From: jt1N tall· - I.# 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 Thisisin 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 filea congested area plan (CAP) required by14 C.F.R. § 133.33. Your memorandum provides two factual scenarios, which are analyzed below. Subsection 133 .33( d)(l) requires the holder ofa Rotorcraft External-Load Operator Certificate to develop aCAP and get that CAP approved bythe local FAA Flight Standards District Office before conducting rotorcraft external-load operations over congested areas. The CAP requirements in§ 133.33(d)(l) donot trigger ifthe area over which the operation is conducted isnot congested.

The FAA has not defined the term "congested area" by regulation. 1 Instead, determinations of what constitutes a congested area are made ona case-by-case basis. 2 Factors that are relevant to determining whether an areais congested include housing density, the presence of people, and whether buildings are occupied. 3 With thisin mind, we now tumtothe specific facts set out in your scenarios.**s~enario** 1 The first scenario in your memorandum issetoutas 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.'-"\...,/·"-" The liftis conducted to place anair handler ona large building thatis under construction. The building sitsona large lot thatis surrounded bya parking lot..Itis being built ina small town in Wisconsin and surrounding the building and parking lotare residential areas, roads, and businesses. There are many different types of people working various types of trades surrounding the building and working onthe structure. There is alsoa large amount of heavy lift and other construction type vehicles and machines onor 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. Johnson 4is instructive for our analysis ofthis scenario. 5In Johnson, apilot flew overa shopping plaza below the minimum altitude prescribed fora congested area. On appeal, the pilot argued that the plaza was nota congested area because atthe time ofthe flight, the stores inthe 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 ofacity" are inherently considered tobe congested areas. 6 Because the shopping plaza wasinthe commercial/business area ofthe city,itwas inherently a congested area, andas such, itwas irrelevant that the plaza did not have people inside it atthe time ofthe flyover. 7 Applying the above case tothe facts of Scenario 1,inthis scenario, aliftis conducted ina small town, inan area thatis 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 tothe facts that the NTSB examined in Johnson, and, asthat decision pointed out, this part oftown is inherently a congested area. Asthe NTSB pointed outin Johnson, the presence or absence of people in certain parts town is irrelevant to their status asa congested area. Rather, itisthe residential and/or commercial/business aspect ofan area of town that makes that area congested because those parts of town haveahigh housing density. Because the area discussed in Scenario 1isa residential/commercial/business part of town, that areais inherently congested, andit cannot be made uncongested by removing allthe people from the area. Scenario 2 The second scenario in your memorandum issetoutas follows: 43 N.T.S.B. 363 (1977). 5 "While the Administrator isnot bound by NTSB case law, the Administrator may follow itifitis persuasive." Inthe Matter of David C. Siddall, FAA Order No. 2008-9 (Oct. 7, 2008).

Johnson, 3 N.T.S.B. at365. 7/d. 2**'~**"-'""" The liftis conducted overa privately owned large factory thatis in normal operation. The factory sitsonavery large lot thatis approximately 1200 feet fromabusy road. There isan open field which leads toa residential area andalarge parking lotonthe remaining sides ofthe property. For this scenario, you ask whether the owner ofthe property and the operator can make the area "uncongested" by depopulating the factory and blocking the entrances and exits. You also ask whether, afteritis uncongested, the area could become congested by people outside the area wandering in because they are attracted tothe lift. Finally, you ask what type of impediments must beput into place bythe operator to prevent people from wandering into the operation area. Unlike the previous scenario, the operation siteinthis scenario does not appear tobe located inan inherently congested area such asa town's business district. Because the factory over which the operation will be conducted isnot located near any other structures, the question of whether the factory isina congested area turns on whether there isa possibility of people gathering inthat area. 8 Since alarge number of people can gather ina 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, ifany part ofthe operation takes place over the open field, parking lot, and busy road described

in Scenario 2, those areas would also need tobe depopulated, and people must be prevented from entering the area until the operation is over. Finally, no part ofthe operation may take place over the residential area mentioned in Scenario 2 because, as discussed above, the residential area of town isan inherently congested area.

Because an areais congested ifit contains alarge group of people, a depopulated uncongested area could potentially become congested if people wander into that area. The FAA's guidance provides one wayto resolve this situation, which isby 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 putin place bythe operator to maintain a sterile area would be specific tothe operation area, but they should effectively block outside people from entering the operation area. 8See Simmons Letter (summarizing NTSB case law holding that operations nearalarge group of people areina congested area).

9See id; Siddall (finding thatabusy road wasa congested area). 3\....I Exemption No. 11195 UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATIONWASHINGTON, DC 20591 1nthe matter ofthe petition of FALCONSKYCAMforan exemption from part21 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, part91 subpart Eof Title 14, Code ofFedera1 Regulatory Docket No.F AA-2014-0884**~** Regulations**~** GRANT OF EXEMPTION By letter dated October 22, 2014 1,Ms. Diana Cook, FalconSkyCam {hereinafter petitioner or operator), 1525 Graves Avenue, Apartment 123,El Cajon, California 92021, petitioned the Federal Aviation Administration (FAA) foran exemption part21 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, part91 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 Aforthe petition submitted tothe FAA describing the proposed operations, including the regulations that the petitioner seeks an exemption. 1On February 6, 2015, and posted tothe public docket, the petitioner responded tothe FAA's Request for Infonnation. AFS-15-104-Ev'Vv The petitioner has provided the following information to support its request foran exemption: 1) Phantom 2User 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 toasthe operating documents. The FAA evaluated the petition and determined itwas not precedent-setting. Therefore, a summary ofthe petition was not published inthe Federal Register for public comment. The FAA's analysis isas 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 to49 USC§ 44704, andin consideration ofthe size, weight, speed, and limited operating area associated with the aircraft andits 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,isnot necessary. Manned helicopters conducting aerial photography and filming can weigh thousands of pounds or more and are operated byan onboard pilot, in addition to other onboard crewmembers, as necessary. The petitioner's unmanned aircraft (UA) will weigh less than6 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 inthe event ofan incident or accident. The risktoan onboard pilot and crew during an incident or accident is eliminated with the useofaUA for the aerial filming operation. Manned aircraft areatrisk offuel spillage and fireinthe event ofan incident or accident. The petitioner's UA carries no fuel, and therefore the risk offire following an incident or accident duetofuel 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 UAbe operated within visual line of sight (VLOS), utilizing a visual observer forall flights, and yielding right of way toall other**~ ~** **~** operations. Additionally, the exemption provides that the operator will request a notice to airmen (NOT AM) prior to operations to alert other users ofthe National Airspace System (NAS). These mitigations address awareness ofUAS operations occurring inthe 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 isalso ableto respond toaloss of global positioning system (GPS) ora lost-link event witha pre-coordinated, predictable, automated flight maneuver. These safety features provide an equivalent level of safety compared toa 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 notbe certificated under 14 CFR§ 21.191, a grant of exemption for14 CFR§ 45.23(b) isnot necessary. The petitioner's UA must be identified by serial number, registered in accordance with 14 CFR part47,and have identification (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must beas 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 forthe UAS. The FAA finds that adherence tothe operating documents, as required bythe conditions and limitations below, is sufficient to ensure that safety isnot 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 tothe 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 withapilot holding, ata minimum, a private pilot certificate andat leasta current third-class medical certificate. Under current regulations, civil operations for compensation orhire require aPIC holding a commercial pilot certificate per14 CFR part 61. Based onthe private pilot limitations in accordance with pertinent parts of14 CFR §61.113(a), with limited exceptions, apilot holding a private pilot certificate cannot actasaPIC ofan aircraft for compensation or hire. However, in Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined thataPIC witha private pilot certificate operating the Astraeus UAS would not

adversely affect operations inthe NAS or present a hazard to persons or property onthe

ground.V The FAA has analyzed the petitioner's proposed operation and has determined thatitdoes 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 inthe

NAS. Given: 1)the similar nature ofthe petitioner's proposed operating environment tothat of Astraeus, 2)the parallel nature of private pilot aeronautical knowledge requirements to those of commercial requirements [ref: Exemption No. 11062], and3)the airmanship skills necessary to operate the UAS, the FAA finds that the additional airmanship experience ofa commercially certificated pilot would not correlate tothe airmanship skills necessary forthe petitioner's specific proposed operations. Therefore, the FAA finds thataPIC holding a private pilot certificate anda third-class airman medical certificate is appropriate forthe proposed operations and that granting relief from 14 CFR§ 61.113(a) is warranted. With regard toa training program, the petitioner has proposed that prior tothe 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 PICto operate unless that PIC has demonstrated through the petitioner's qualification, training, and currency requirements that the PTCisableto safely operate the UAS ina 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 thataPIC holding at leasta private pilot certificate anda 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 ofthe NAS or persons or property onthe ground. Upon consideration ofthe overall safety case presented bythe 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 itwill supplement its proposed operation(s) witha visual observer (VO). In Grant of Exemption No. 11062, the FAA agreed with the petitioner's proposed use of aVO and required aVO tobe used inall UAS operations. Although a medical certificate isnot required for aVO, the UA must never be operated beyond the actual visual capabilities ofthe VO, and the VO and PIC must have the ability to maintain VLOS with the UAatall times. Itisthe responsibility ofthe PICtobe aware ofthe VO's visual limitations and limit operations ofthe UAto distances within the visual capabilities ofboth the PIC and VO. Moreover, the VO will notbe operating the aircraft. Therefore, asin Grant of Exemption No. 11062, the FAA does not consider a medical certificate necessary forthe VO and the requirement for aVO is included inthe conditions and limitations below. The petitioner stated thatits visual observers who are not pilots will attend ground training to understand the proper roles ofan observer, communication procedures, proper visual scanv techniques, operations at non-towered airports, and appropriate sections ofthe Aeronautical Information Manual. The FAA considers the PICtobe designated forthe duration ofthe flight. Therefore, per the conditions and limitations below, the PIC must be designated before the flight and cannot transfer hisorher designation forthe duration ofthe 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 tobea sufficient means for determining an airworthy condition. Therefore, relief from§ 91.7(a) is

granted. The petitioner isstill required to ensure thatits aircraft isinan airworthy condition - based on compliance with the operating documents prior to every flight, andas stated inthe conditions and limitations below. In accordance with 14 CFR§ 91.7(b) Civil aircraft airworthiness, the PIC ofthe UAS is responsible for determining whether the aircraft isina condition for safe flight. The FAA, as in grant of Exemption No. 11062 to Astraeus, has detennined that the operating documents include procedures tobe used prior to each flight that can ensure compliance with§91.7(b). The petitioner is required to ensure thatits aircraft isina 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 isnot necessary. Relevant materials may be kept ina location accessible tothe PICin 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 adual setof controls would be utilized or required, i.e. dual flight instruction, provided bya 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 leasta 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 notbe adversely impacted ifthe petitioner follows the training outlined inthe 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) in14 CFR§ 91.119 from which it requires relief. Relief from§ 91.119( a), which requires operating atan altitude that allows asafe emergency landing ifa power unit fails, isnot granted. The FAA expects the petitioner tobe ableto\....I**""'-~**"-"" perform an emergency landing without undue hazard to persons or property onthe surface ifa power unit fails. Relief from§ 91.119(b ), operation over congested areas, isnot 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 of500 feet

above the surface, except over open water or sparsely populated areas. Section 91.119( c) provides thatin operations over water or sparsely populated areas, the aircraft may notbe operated closer than 500 feettoany person, vessel, vehicle, or structure. The petitioner states thatitwill operate pursuant tothe following, self-imposed restrictions related to§ 91.119: • Petitioner will conduct operations over private or controlled access property with the permission ofthe 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 ofthe PIC and VO and will be visually monitored atall times; • Petitioner will operate no closer than3 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 feettothe ground may require that the UAbe operated closer than 500 feetto essential persons, or objects that would notbe 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 UAto 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 than6 pounds. Ifbarriers or structures are present that can sufficiently protect nonparticipating persons from the UAor debris inthe event ofan accident, then the UA may operate closer than 500 feetto persons afforded such protection. The operator must also ensure that nonparticipating persons remain under such protection. Ifa situation arises where nonparticipating persons leave such protection and are within 500 feetofthe UA, flight operations must cease immediately. When considering how to immediately cease operations, the primaty concern isthe safety of those nonparticipating persons. In addition, the FAA finds that operations may be conducted closer than 500 feetto vessels, vehicles and structures when the property owner/controller grants such permission and the PIC makes a safety assessment ofthe risk of operating closer to those objects and determines thatitdoes not present an undue hazard.

Thus, the FAA finds that relief from§ 91.119( c)is warranted, provided adherence tothe procedures inthe operating documents and the FAA's additional conditions and limitations outlined below. Relief from§ 91.119(a) is unwarranted asthe FAA expects the petitioner to'-'vv be ableto perform an emergency landing without undue hazard to persons or property onthe 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 thatan altitude reading isa critical safety component ofthe petitioner's proposed operation. Although the petitioner will not havea typical barometric altimeter onboard the

aircraft, the FAA finds the petitioner's intention to operate the UA within VLOS andator

below 400 feet AGL, combined with the petitioner's intention to limit the altitude ofthe UAS through flight limit function onthe UAS, tobea sufficient method for ensuring the UAS operations donot adversely affect safety. The altitude information will be generated by GPS equipment installed onboard the aircraft, and/or a static pressure sensor (barometer) which aidsin estimating the altitude. Prior to each flight, calibrating the compass must be established and confmned for accuracy bythe UAS PIC. In addition, as stated inthe conditions and limitations below, the FAA requires any altitude reported toAir Traffic Control (ATC) tobeinfeet AGL. The petitioner may choose tosetthe altimeter to zero feet AGL rather than local barometric pressure or field altitude before flight. Considering the limited altitude ofthe proposed operations, relief from 14 CFR§ 91.121 is granted tothe

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 atless 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 tothe 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 toflyat normal cruising speed tothe 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 tothe requested airspace through the existing Certificate of Waiver or Authorization (COA) process. The majority of current UAS operations occurring inthe NAS are being coordinated through Air Traffic Control (ATC) bythe

issuance ofa 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 aNOT AM, which isthe mechanism for alerting other users ofthe NAS tothe UAS activities being conducted. The

conditions and limitations below prescribe the requirement forthe 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\..../\...,/"'-" petitioner's UAS does not havea standard category U.S. airworthiness certificate, relief from § 91.205 isnot necessary. While the petitioner requested relief from 14 CPR§ 91.215 ATC transponder and altitude reporting equipment and use, the FAA isnot 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 sucha system installed. For UAS not equipped

witha transponder, sub-paragraph (d)(3) authorizes requests for ATC authorized deviations made tothe ATC facility having jurisdiction over the concerned airspace within the time periods specified. For operation ofan aircraft thatisnot equipped witha transponder, the request must be made at least one hour before the proposed operation. The FAA finds adherence tothe conditions and limitations below as well as compliance with theATC issued COA will ensure safety andis therefore not granting relief. Public Interest The FAA finds thatagrant of exemption isinthe public interest. The enhanced safety and reduced environmental impact achieved using aUA with the specifications described bythe petitioner and carrying no passengers or crew, rather thana 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 bythis exemption isinthe public interest.\...../ The following table summarizes the FAA's determinations regarding the relief sought bythe petitioner: v\...../ 21 Subpart H 45.23(b) 61.113(a) and (b)

91.7(a) 91.9(b)(2) 91.109 91.11991.121 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 limitationsRelief 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 limitationsRelief granted for paragraph (a)(1),day, with conditions and limitations Relief not necessary Relief not necessary Relief not granted Relief granted with conditions and limitationsRelief granted with conditions and limitationsRelief granted with conditions and limitationsRelief granted with conditions and limitations In consideration ofthe foregoing, Ifind thata grant of exemption isinthe public

interest. Therefore, pursuant tothe authority contained in49 U.S.C. 106(f), 40113, and 44701, delegated tomebythe 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)tothe extent necessary to allow FalconSkyCam to\....I.'-'v operate the DJI Phantom 2to conduct aerial photography for real estate, surveying, marine photo and video, agriculture, and special events. This exemption is subject tothe conditions

and limitations listed below. Conditions and Limitations Relative tothis grant of exemption, FalconSkyCam ishere after referred toasthe operator. The petition and the following supporting documentation are hereinafter referred toasthe operating documents: 1) Phantom 2User 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 anyofthe conditions and limitations ofthis grant of exemption will be grounds forthe immediate suspension or rescission ofthis exemption. 1. Operations authorized bythis grant of exemption are limited tothe following aircraft described inthe operating documents which isthe DJI Phantom 2 Unmanned Aircraft

System, aquad rotor aircraft. Proposed operations ofany other aircraft will require a new petition ora 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 notbe flown atan indicated airspeed exceeding 29 knots (15 m/s). 4. The UA must be operated atan altitude ofno more than 400 feet above ground level (AGL), as indicated bythe procedures specified inthe operating documents. All altitudes reported to ATC must beinfeet AGL. 5. The UA must be operated within visual line of sight (VLOS) ofthe PICatall times. This requires the PICtobe abletouse human vision unaided byany device other than con·ective lenses, as specified onthe PIC's FAA-issued airman medical certificate. 6. All operations must utilize a visual observer (VO). The UA must be operated within the visual lineof sight (YLOS) ofthe PIC and YOatall times. The YO may be used

to satisfy the VLOS requirement as long asthe PIC always maintains VLOS capability. The VO and PIC must be ableto communicate verbally atall times. Electronic messaging or texting isnot permitted during flight operations. The PIC must be designated before the flight and cannot transfer hisorher designation forthe duration ofthe flight. The PIC must ensure that the VO can perform the functions prescribed inthe operating documents.\....I\..../'-I 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 andisnot 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 tothe Administrator upon request. Ifa discrepancy exists between the conditions and limitations inthis exemption and the procedures outlined inthe operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined inits operating documents. The operator may update or revise its operating documents. Itisthe operator's responsibility to track such revisions and present updated and revised documents tothe Administrator upon request. The operator must also present updated and revised documents ifit petitions for extension or amendment.

Ifthe 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 tothe operating documents. 9. Prior to each flight the PIC must inspect the UAS to ensure itisina condition for safe flight. Ifthe inspection reveals a condition that affects the safe operation ofthe UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and theUASis found tobeina condition for safe flight. The Ground Control Station must be included inthe preflight inspection. All maintenance and alterations must be properly documented inthe aircraft records. 10. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement ofa 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 inthe UAS aircraft records of the flight. The requirements and procedures fora functional test flight and aircraft record entry must be added tothe operating documents. 11. The preflight inspection section inthe operating documents must be amended to include the following requirement: The preflight inspection must account forall discrepancies, i.e. inoperable components, items, or equipment, not covered inthe relevant preflight inspection sections ofthe 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 inthe aircraft logbook, including total flight hours, description of work accomplished, and the signature ofthe authorized UAS technician

returning the UAS to service. The petitioner will return the UAS tothe manufacturer for maintenance purposes as stipulated bythe manufacturer's maintenance program."--\,.,./v 14. Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins. 15. The authorized person must make a record entry inthe aircraft record ofthe corrective action taken against discrepancies discovered between inspections. 16. The PIC must possess at leasta private pilot certificate anda third-class airman medical certificate forallof petitioner's flight operations. Ifthe PIC holds a commercial pilot certificate heorshe must hold at leasta second-class medical

certificate as required by14 CFR §61.23. The PIC must also meet the flight review requirements specified in14 CFR§ 61.56 inan aircraft in which the PICis rated on hisorher pilot certificate. 17. The operator may not permit any PICto operate unless the PIC meets the operator's qualification criteria and demonstrates the ability to safely operate the UAS ina 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 ina manner consistent with 14 CFR§ 61.51 (b). The PIC must ensure

that the VOis trained appropriately in order to fulfi11 herorher duties. A record of training must be documented and made available upon request bythe Administrator. Flights forthe purposes of training the operator's PICs and VOs (training, proficiency, and experience-building) are permitted under the terms ofthis 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 notbe conducted during night, as defined in14 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 ofan airport reference point as denoted ona current FAA-published aeronautical chart unless a letter of agreement with that airport's management is obtained, and the operation is conducted in accordance witha Notice to Airmen (NOT AM), as required bythe operator's Certificate of Waiver or Authorization (COA). The letter of agreement with the airport management must be made available tothe Administrator upon request. 20. The UA may notbe operated less than 500 feet below orless than 2,000 feet horizontally froma cloud or when visibility isless than3 statute miles from the PIC. 21.Ifthe UAS loses communications or loses its GPS signal, the UA must return toapredetermined location within the private or controlled-access property and land orbe

recovered in accordance with the operating documents.v'-.../\,! 22. The PIC must abort the flight inthe 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 toflyat normal cruising

speed tothe intended landing point and land the UA with 30% battery power remaining in accordance with the operating documents. 24. The operator must obtain anAir 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 tothe operation. All operations shall be conducted in accordance with airspace requirements inthe 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 ofthe 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 tothe PIC atthe Ground Control Station ofthe UAS any time the aircraft is operating. These documents must be made available tothe Administrator orany law enforcement official upon request. 28. The UA must remain clear and yield the right ofwaytoall other aviation operations and activities atall times. 29. The UAS may notbe operated bythe PIC from any moving device or vehicle. 30. The UA may notbe operated from an elevated platform. 31. The UA may notbe 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 PICor VO), vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from debris inthe event ofan accident. The operator must ensure that nonparticipating persons remain under such protection. Ifa situation arises where nonparticipating persons leave such protection and are within 500 feet ofthe UA, flight operations must cease immediately and/or;**\....,~**'-""-- 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 ofthe risk of operating closer to those objects and; c. Operations near the PICorVOdonot present an undue hazard tothe 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 tothe beginning of every flight. 34. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries ofthe operational area as defined bythe applicable COA must be reported tothe FAA's VAS Integration Office (AFS-80) within 24 hours. Accidents must be reported tothe National Transportation Safety Board (NTSB) per instmctions contained onthe NTSB Web site: www.ntsb.gov. Unless otherwise specified inthis grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of14 CFR including, but not limited to, parts 45, 47, 61, and 91. This exemption terminates on March 31, 2017, unless sooner superseded or rescinded. Issued in Washington, DC, on March 6, 2015. lsiJohn S. DuncanDirector, Flight Standards Service\.../**"'--~**v0u.s. Depa1ment ot Tronsportation Fecllrai.4Wiatlon AdmlnlstlallonJuly 23, 2015 Mr. Jonathan B.Hill Cooley LLPCounsel for Astraeus Aerial 1299 Pennsylvania Avenue, NW Suite 700 Washington, DC 20004 Mr. John McGrawAerospace 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 isto inform you that we have granted your petition foran amendment. It explains

the basis for our decision, describes its effect, and lists the revised conditions and limitations. By letters dated February 5and May 27,2015, you petitioned the Federal Aviation Administration (FAA) on behalf of Astraeus Aerial (hereinafter petitioner or operator) foran 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 aUAS to conduct scripted, closed-set filming forthe motion picture and television industry. You requested an amendment toadd the DJIS1000 and DJI Inspire. 1 1The petitioner also requested changes tothe Conditions and Limitations in their exemption. Atthis time, this request isstill under review. The petitioner also requested toadd the following aircraft- Lumenier multirotor

sUAS models QA V250, QAV400 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 andno further action will be required bythe petitioner.v\,...,/"""' In your petition, you indicate that there has been no change inthe 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

inthe Federal Register because the requested amendment tothe exemption would notseta precedent, and any delay in acting onthis petition would be detrimental tothe petitioner. The unmanned aircraft authorized inthe original grant are comparable in type, size, weight, speed and operating capabilities to those inthis petition. Airworthiness Certification In accordance with the statutory criteria provided in Section 333 ofPublic Law 112-95 in reference to49 U.S.C. § 44704, andin consideration ofthe size, weight, speed, and limited operating area associated with the aircraft andits 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 ofpart 36,isnot 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 bythe petitioner and carrying no passengers or crew, rather thana 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 bythis exemption isinthe public interest. Having reviewed your reasons for requesting an amendment toan exemption, Ifind that- • They are similar inall material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213; • The reasons stated bythe FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply tothe situation you present; and •A grant ofan amendment isinthe public interest. Our Decision The FAA has determined that the justification forthe issuance of Exemption No. 11062 remains valid andisinthe public interest. Therefore, under the authority contained in49 U.S.C. 106(±), 40113, and 44701, delegated tomebythe Administrator, the operator is granted an amendment toits exemption from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and 2vv'-' (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),tothe extent necessary to allow the petitioner to operate aUAS to perform aerial data collection 2and closed set motion picture and television filming. This exemption is subject tothe 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.

Inthis grant of exemption, Astraeus Aerial is hereafter referred toasthe operator. Failure to comply with anyofthe conditions and limitations ofthis grant of exemption will be grounds forthe immediate suspension or rescission ofthis exemption. 1. Operations authorized bythis grant of exemption are limited tothe Astraeus Aerial Cinema System V.3CS, DJI SlOOO, and DJI Inspire when weighing less than 55 pounds including payload. Proposed operations ofany other aircraft will require a new petition ora petition to amend this exemption. 2. Operations forthe purpose of closed-set motion picture and television filming are permitted. 3. The UA may notbe operated ata speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the87 knot speed restriction. Inno case will the UAbe operated at airspeeds greater than the maximum UA operating airspeed recommended bythe

aircraft manufacturer. 4. The UA must be operated atan altitude ofno more than 400 feet above ground level (AGL). Altitude must be reported infeet AGL. 5. The UA must be operated within visual line of sight (VLOS) ofthe PICatall times. This requires the PICtobe abletouse human vision unaided by any device other than corrective lenses, as specified onthe 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 VOatall times. The VO may be used

to satisfy the VLOS requirement as long asthe PIC always maintains VLOS 2 Aerial data collection includes any remote sensing and measuring byan instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF

analysis, etc.), chemical measurement (particulate measurement, etc.), orany other gathering of data by instruments aboard the UA. 3v**~**'--" capability. The VO and PIC must be ableto communicate verbally atall times; electronic messaging or texting isnot permitted during flight operations. The PIC must be designated before the flight and cannot transfer hisorher designation forthe duration ofthe flight. The PIC must ensure that the VO can perform the duties required ofthe VO. 7. This exemption andall documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated inthis grant of exemption, are hereinafter referred toasthe operating documents. The operating documents must be accessible during UAS operations and made available tothe Administrator upon request. Ifa discrepancy exists between the conditions and limitations inthis exemption and the procedures outlined inthe operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined inits operating documents. The operator may update or revise its operating documents. Itisthe

operator's responsibility to track such revisions and present updated and revised documents tothe Administrator orany law enforcement official upon request. The operator must also present updated and revised documents ifit petitions for extension or amendment tothis grant of exemption. Ifthe operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition foran amendment toits grant of exemption. The FAA's UAS Integration Office (AFS-80) may be contacted if questions arise regarding updates or revisions tothe operating documents. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement ofa flight critical component, must undergo

a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted byaPIC withaVO and must remain at least 500 feet from other people. The functional test flight must be conducted in such a manner soastonot pose an undue hazard to persons and property. 9. The operator is responsible for maintaining and inspecting the UAS to ensure thatitis ina condition for safe operation. 10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS isina condition for safe flight. The pre-flight inspection must account forall potential discrepancies, e.g. inoperable components, items, or equipment. Ifthe inspection reveals a condition that affects the safe operation ofthe UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found tobeina condition for safe flight. 11. The operator must follow the UAS manufacturer's maintenance, overhaul, replacement, inspection, and life limit requirements forthe aircraft and aircraft components. 4vvv 12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 13. Under this grant of exemption, aPIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also holda current FAA airman medical certificate oravalid U.S. driver's license issued bya

state, the District of Columbia, Puerto Rico, a territory, a possession, orthe Federal government. The PIC must also meet the flight review requirements specified in 14 CFR§ 61.56 inan aircraft in which the PICis rated onhisorher pilot certificate. 14. The operator may not permit any PICto operate unless the PIC demonstrates the ability to safely operate the UAS ina 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 ina manner consistent with 14 CFR§ 61.5l(b). Flights forthe 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 ina manner consistent with how the UAS will be operated under this exemption are permitted under the terms ofthis 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 notbe conducted during night, as defined in14 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 ofan airport reference point (ARP) as denoted inthe current FAA Airport/Facility Directory (AFD) orfor airports not denoted with an ARP, the center ofthe airport symbol as denoted onthe current FAA-published aeronautical chart, unless a letter of agreement with that airport's management is obtained or otherwise permitted bya COA issued tothe exemption holder. The letter of agreement with the airport management must be made available tothe Administrator orany law enforcement official upon request. 17. The UA may notbe operated less than 500 feet below orless than 2,000 feet horizontally froma cloud or when visibility isless than3 statute miles from the PIC. 18.Ifthe UAS loses communications or loses its GPS signal, the UA must return toa pre-determined location within the private or controlled-access property. 19. The PIC must abort the flight inthe event ofunpredicted obstacles or emergencies. 5vvv 20. The PICis prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power forthe UAto conduct the intended operation andto operate after that forat least five minutes or with the reserve power recommended bythe manufacturer if greater. 21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with anA TO-issued COA. The exemption holder may apply foranew or amended COA ifit intends to conduct operations that cannot be conducted under the tenns ofthe attached COA. 22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N-Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must beas large as practicable. 23. Documents used bythe operator to ensure the safe operation and flight ofthe UAS and any documents required under 14 CFR § § 91.9 and 91.203 must be available tothe PICatthe Ground Control Station ofthe UAS any time the aircraft is operating. These documents must be made available tothe Administrator orany law enforcement official upon request. 24. The UA must remain clear and give waytoall manned aviation operations and activities atall times. 25. The UAS may notbe operated bythe 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 inthe event ofan accident. The operator must ensure

that nonparticipating persons remain under such protection. Ifa situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately ina manner ensuring the safety of nonparticipating persons; and b. The owner/controller ofany 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 itdoes 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. 6'-".vv Permission from property owner/controller or authorized representative wi11 be obtained for each flight tobe conducted. 28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries ofthe operational areaas defined bythe applicable COA must be reported tothe FAA's UAS Integration Otlice (AFS-80) within 24 hours. Accidents must be reported tothe National Transportation Safety Board (NTSB) per instructions contained onthe NTSB Web site: www.ntsb.gov. Ifthis exemption permits operations forthe purpose of closed-set motion picture and television filming and production, the following additional conditions and limitations apply. 29. The operator must havea motion picture and television operations manual (MPTOM) as documented inthis grant of exemption. 30.At least3days before aerial filming, the operator ofthe UAS affected bythis exemption must submit a written Plan of Activities tothe local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day notification may be waived with the concurrence ofthe FSDO. The plan of activities must include at least the following: a. Dates and times forall flights; b. Name and phone number ofthe operator forthe UAS aerial filming conducted under this grant of exemption; c. Name and phone number ofthe person responsible forthe on-scene operation of theUAS; d. Make, model, and serial or N-Number ofUAS tobe used; e. Name and certificate number ofUAS PICs involved inthe aerial filming; f.A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; thelistof those who gave permission must be made available tothe inspector upon request; g. Signature of exemption holder or representative; and h.A description ofthe flight activity, including maps or diagrams ofany area, city, town, county, and/or state over which filming willbe conducted and the altitudes essential to accomplish the operation. 31. Flight operations may be conducted closer than 500 feet from participating persons consenting tobe involved and necessary forthe filming production, as specified inthe exemption holder's MPTOM. Unless otherwise specified inthis grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of14 CFR including, but not limited to, parts 45,47,61, and 91. 7v 8 This exemption terminates on September 30, 2016, unless sooner superseded or rescinded. Sincerely,John S. DuncanDirector, Flight Standards Service Enclosures vv\,_,/\,_,/\o,..,,0us Deportment of TransportationFederal Aviation AdministrationJuly8, 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 isto inform you that we have granted your petition foran 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) foran 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 aUAS to conduct sterile area flare stack inspections forthe 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 inthe 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 fornot publishing a summary ofthe petition

inthe Federal Register because the requested amendment tothe exemption would notseta precedent, and any delay in acting onthis petition would be detrimental tothe petitioner. The unmanned aircraft( s) authorized inthe original grant is comparable in type, size, weight, speed and operating capabilities to those inthis petition.'V**~**'V Airworthiness Certification In accordance with the statutory criteria provided in Section 333of Public Law 112-95 in reference to49 U.S.C. § 44704, andin consideration ofthe size, weight, speed, and limited operating area associated with the aircraft andits 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 ofpart 36,isnot 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 bythe petitioner and carrying no passengers or crew, rather thana 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 bythis exemption isinthe public interest. Having reviewed your reasons for requesting an amendment toan exemption, Ifind that- • They are similar inall material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213; • The reasons stated bythe FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply tothe situation you present; and •A grant ofan amendment isinthe public interest. Our Decision The FAA has determined that the justification forthe issuance of Exemption No. 11156 remains valid andisinthe public interest. Therefore, under the authority contained in49 U.S.C. 106(±), 40113, and 44701, delegated tomebythe Administrator, the operator is granted an amendment toits 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),tothe extent necessary to allow the petitioner to operate aUAS to perform aerial data collection 1.This exemption is subject tothe conditions and limitations listed below. 1 Aerial data collection includes any remote sensing and measuring byan instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF

analysis, etc.), chemical measurement (particulate measurement, etc.), orany other gathering ofdata by instruments aboard the UA. 2'-/**"-'~**'-../ Conditions and Limitations The conditions and limitations within Grant ofExemption No. 11156 have been superseded, and are amended as follows.

Inthis grant of exemption, Total Safety US, Inc.is hereafter referred toasthe operator. Failure to comply with anyofthe conditions and limitations ofthis grant of exemption will be grounds forthe immediate suspension or rescission ofthis exemption. 1. Operations authorized bythis grant of exemption are limited tothe DJI Innovations SIOOO when weighing less than 55 pounds including payload. Proposed operations of any other aircraft will require anew petition ora petition to amend this exemption. 2. Operations forthe purpose of closed-set motion picture and television filming arenot permitted. 3. The UA may notbe operated ata speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the87 knot speed restriction. Inno case will the UAbe operated at airspeeds greater than the maximum UA operating airspeed recommended bythe

aircraft manufacturer. 4. The UA must be operated atan altitude ofno more than 400 feet above ground level (AGL). Altitude must be reported infeet AGL. 5. The UA must be operated within visual line of sight (VLOS) ofthe PICatall times. This requires the PICtobe abletouse human vision unaided by any device other than corrective lenses, as specified onthe 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 lineof sight (VLOS) ofthe PIC and VOatall times. The VO may be used

to satisfy the VLOS requirement as long asthe PIC always maintains VLOS capability. The VO and PIC must be ableto communicate verbally atall times; electronic messaging or texting isnot permitted during flight operations. The PIC must be designated before the flight and cannot transfer hisorher designation forthe duration ofthe flight. The PIC must ensure that the VO can perform the duties required ofthe VO. 7. This exemption andall documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated inthis grant of exemption, are hereinafter referred toasthe operating documents. The operating documents must be accessible during UAS operations and made available tothe 3\,...,/'V'-" Administrator upon request. Ifa discrepancy exists between the conditions and limitations inthis exemption and the procedures outlined inthe operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined inits operating documents. The operator may update or revise its operating documents. Itisthe

operator's responsibility to track such revisions and present updated and revised documents tothe Administrator orany law enforcement official upon request. The operator must also present updated and revised documents ifit petitions for extension or amendment tothis grant of exemption. Ifthe operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition foran amendment toits grant of exemption. The FAA's UAS Integration Office (AFS-80) may be contacted if questions arise regarding updates or revisions tothe operating documents. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement ofa t1ight critical component, must undergo

a functional test t1ight prior to conducting further operations under this exemption. Functional test t1ights may only be conducted byaPIC with aVO and must remain at least 500 feet from other people. The functional test t1ight must be conducted in such a manner soastonot pose an undue hazard to persons and property. 9. The operator is responsible for maintaining and inspecting the UAS to ensure thatitis ina condition for safe operation. 10. Prior to each flight, the PIC must conduct a pre-t1ight inspection and determine the UAS isina condition for safe t1ight. The pre-flight inspection must account forall potential discrepancies, e.g. inoperable components, items, or equipment. Ifthe inspection reveals a condition that affects the safe operation ofthe UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found tobeina condition for safe flight. 11. The operator must follow the UAS manufacturer's maintenance, overhaul, replacement, inspection, and life limit requirements forthe aircraft and aircraft components. 12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 13. Under this grant of exemption, aPIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also holda current FAA airman medical certificate oravalid U.S. driver's license issued bya

state, the District of Columbia, Puerto Rico, a territory, a possession, orthe Federal government. The PIC must also meet the flight review requirements specified in 14 CFR§ 61.56 inan aircraft in which the PICis rated onhisorher pilot certificate. 4\...../'V-...._.; 14. The operator may not permit any PICto operate unless the PIC demonstrates the ability to safely operate the UAS ina 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 ina manner consistent with 14 CFR§ 61.51(b). Flights forthe 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 ina manner consistent with how the UAS will be operated under this exemption are permitted under the terms ofthis 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 notbe conducted during night, as defined in14 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 ofan airport reference point (ARP) as denoted inthe current FAA Airport/Facility Directory (AFD) orfor airports not denoted with an ARP, the center ofthe airport symbol as denoted onthe current FAA-published aeronautical chart, unless a letter of agreement with that airport's management is obtained or otherwise permitted bya COA issued tothe exemption holder. The letter of agreement with the airport management must be made available tothe Administrator orany law enforcement official upon request. 17. The UA may notbe operated less than 500 feet below orless than 2,000 feet horizontally froma cloud or when visibility isless than3 statute miles from the PIC. 18.lfthe UAS loses communications or loses its GPS signal, the UA must return toa pre-determined location within the private or controlled-access property. 19. The PIC must abort the flight inthe event ofunpredicted obstacles or emergencies. 20. The PICis prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power forthe UAto conduct the intended operation andto operate after that forat least five minutes or with the reserve power recommended bythe manufacturer if greater. 21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with anA TO-issued COA. The exemption holder may apply foranew or amended COA ifit intends to conduct operations that cannot be conducted under the terms ofthe attached COA. 5'-''-'v 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 beas large as practicable. 23. Documents used bythe operator to ensure the safe operation and flight ofthe UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available tothe PICatthe Ground Control Station ofthe UAS any time the aircraft is operating. These documents must be made available tothe Administrator orany law enforcement official upon request. 24. The UA must remain clear and give waytoall manned aviation operations and activities atall times. 25. The UAS may notbe operated bythe 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 inthe event ofan accident. The operator must ensure

that nonparticipating persons remain under such protection. Ifa situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately ina manner ensuring the safety of nonparticipating persons; and b. The owner/controller ofany 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 thatitdoes 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 tobe conducted. 28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries ofthe operational areaas defined bythe applicable COA must be reported tothe FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported tothe National Transportation Safety Board (NTSB) per instructions contained onthe NTSB Web site: www.ntsb.gov. Ifthis exemption permits operations forthe purpose of closed-set motion picture and television filming and production, the following additional conditions and limitations apply. 6v'V......_; 29. The operator must havea motion picture and television operations manual (MPTOM) as documented inthis grant of exemption. 30.At least3days before aerial filming, the operator ofthe UAS affected by this exemption must submit a written Plan of Activities tothe local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day notification may be waived with the concurrence ofthe FSDO. The plan of activities must include at least the following: a. Dates and times forall flights; b. Name and phone number ofthe operator forthe UAS aerial filming conducted under this grant of exemption; c. Name and phone number ofthe person responsible forthe on-scene operation of theUAS; d. Make, model, and serial or N-Number ofUAS tobe used; e. Name and certificate number ofUAS PICs involved inthe 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 listof those who gave permission must be made available tothe inspector upon request; g. Signature of exemption holder or representative; and h.A description ofthe flight activity, including maps or diagrams ofany 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 tobe involved and necessary forthe filming production, as specified inthe exemption holder's MPTOM. Unless otherwise specified inthis grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of14 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. DuncanDirector, Flight Standards Service 7

# IBnUBII\I..1asn

# ~DlOS3DR Support \.....1 Contact 3DR Support for questions and technical help.

v**~** online: 3dr.com/support email: support@3dr.com

call: +1 (858) 225-1414 (direct) +1 {855) 982-2898 (toll freeinthe US and Canada) Support line hours: Mon-Fri 8amto5pm PST 3D Robotics (3DR) 1608 4th Street, Suite 410 Berkeley, CA 94710 Tel. +1 (858) 225-1414 3dr.comSolo User Manual V4 © 2015 3D Robotics Inc. Solo isa trademark of3D Robotics, Inc. GoPro, HERO, the GoPro logo, and the GoPro Bea HERO logo are trademarks or registered trademarks of GoPro, Inc.v Contents1 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 Inthe 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 38v 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 v>.._;\-1 FiguresFigure 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 andB 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 toa 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 ..._;vv**~** 1 Introduction We designed Solo tobe 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 anew perspective. Join usin 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 isa 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 ona full-color screen. Using twin longrange antennas, the controller acts asthe central hub forall communication on the 3DR Link network, receiving all communications from Solo and the app, forwarding telemetry outputs tothe app, and managing the transmission of all control inputs to Solo. 1.1.3 App

The "3DR Solo" app outputs alive video stream from an onboard GoPro® camera toan 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 tothe 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'-1v'-" 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 ofthe 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 ofacar. 1.2.4 Fixed Camera Mount and HOMI Cable Solo includes a GoPro® The Frame fixed mount to mount a GoPro® HERO camera. The HDMI cable connects tothe

Go Pro® to output video during flight. Silver-lop propeller Power button D • Battery

r= • Rear ori<;mtation LEDs**~!!!~~::==------•** Black-lop propeller MotorArm 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 2v'Vv 1.3 Controller Overview 1.3.1 Mobile-Device Holder Mount an Android or iOS device torun 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 atany point by returning Solo toits 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 atany time. 1.3.8 Option Buttons

TheAandB buttons change functionality based on where you areinthe operational flow. The screen will show the currently assigned functions ofAand8atall times. You can program AandBto specific functions using the app. By default, theA button is assigned to Cable Cam and the8 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 topofthe controller are used to control the Solo Gimbal. They can also be used

in some Smart Shots. 3vv"-' Figure 1.3.10.1: Controller Overview 1.4 Operating Parameters Antennas Mobile-deVice holder Gimbal controlsJoysticks 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 7.7to adjust maximum altitude. •••oepending on environmental conditions ****This top speed corresponds to Solo when operating inFly mode. Maximum speeds for advanced modes may vary, see Section 7.1 for more information. 4\.../v**~** 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 2runs an ARM Cortex-M4 STM32F427 processor with2MBof flash memory and 256 KBof 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 inthe airis achieved by mixing propulsion of the four motors to actuate flight control along the roll, pitch, and yaw axes. Each ofthe four motors is numbered bythe marking on the arm. These numbers correspond tothe autopilot calculations for these commands and are used for indicating motor replacement procedures. Each motor is

controlled byan ESC (Electronic Speed Controller) that regulates the rotation ofthe motors to achieve the speed commanded bythe autopilot. Figure 1.6.1 0.1: Solo Motor Order 1.7 LED Meanings Solo's four LEOs indicate its status during startup andin flight. • Solid white (front) and red (back): Ready tofly, 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 5"-/v'-.;/ 2 Setup This sections covers everything you need toset up Solo outofthe box. 2.1 Inthe Box Solo includes the drone, controller, propellers (four plus two spares), Solo charger, and controller charger. Controller**Q~** Figure 2.1.10.1:Solo Parts 2.2 Battery Three silver-top props &three black-top props**~ ~** **~ ~** L1' =rc:ger**~** Solo is powered bythe rechargeable Solo Smart Battery that provides upto25 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, sothe actual flight time may vary.) Asa 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 3.10. 2.2.1 Charging The level ofthe battery is indicated bythe 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 afire. To charge the battery, connect the Solo charger tothe battery andawall outlet. While charging, the indicator lights pulse atthe current level. There isan additional indicator on the battery charger that turns from redto green when

the battery isfully charged. The battery takes approximately 1.5 hours to charge to 100%. 6\.../v**~ ~**  Charge indicator**~- ~M-,.~1,~;** ..Junuuu•••••••••.-·•••••••.••**t~~ ~.** ) •c! " -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 untilit 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 7'"-"v·......_,; 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 afire. To charge the controller, connect the controller charger tothe barrel jack on the side ofthe controller and toa wall outlet. To check the battery level ofthe controller, press the power button. Afully 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 8vv"-" 2.4 Propellers Solo uses two types of self-tightening propellers, indicated bythe color ofthe circle atthe center ofthe propeller. 2.4.1 Attaching Attach the propellers with silver tops tothe motors witha silver dot on the topofthe motor shaft, and attach the black-top propellers tothe 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 tosee the correct directions for tightening and removing . . remove motor labelsFigure 2.4.1 .1: Attach Propellers 2.5 Camera

Solo includes a fixed GoPro® The FrameTM mount for your GoPro® HERO 3,3+or4. 2.5.1 Attaching

To attach the camera tothe GoPro® The FrameTM fixed mount, insert your GoPro® upside down and connect the Solo HDMI cable tothe camera. 9vv'-' 0 Your GoPro®HERO 3,3+or4 2.5.2 Settingst 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 inthe frame.) Set the**GoPro~** HEROS

to inverted 9r:ientat[on: Enable GQPt"Q• HER04auto-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. Itcan interfere

with Solo's communication signals and cause unexpected behavior. 10.\,.,.1'-'v 2.6 MobileApp "3DR Solo" provides a streaming video linktoa mobile device anda 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

8.0or later and Android 4.3or 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 onthe mobile device and select Solo_Link-####. Enter the temporary password "sololink". Once connected, return tothe app to continue. Both Solo and the controller must be powered onto connect tothe 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 Inthe Solo menu, select Wi-Fi Settings, and setanew password. The password should be between 8and 32 characters with no spaces. Select Apply to enable your changes. Ifyou forget your Sololink password, perform the factory reset procedure in Section 9.7to reset the password tothe temporary password (sololink). 11\....;/**-..,.,~**V' • 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 hasat

least 50% battery remaining, and the appis connected to Solo Wi-Fi. The total update process can take upto10 minutes. Figure 2.6.4.1: Controller Prefiight Update Prompt To start the update, open the Settings menu inthe 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 tothe Internet and download the update. Select Download Update to start the process, then exit the app and connect tothe Internet. • Figure 2.6.4.3: App- Download Update The app will show the following display while the update is downloading. 12**~**vv

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, itwill prompt you to begin the update. (Solo and the controller must be powered onto 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 'isin progress, the controller will show the controller updating display. The controller will complete afull restart as part ofthe update process, which can take upto5 minutes. Rgure 2.6.4.7: ControUer- Updating Because the controller must restart as part ofthe 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 13.......,vv

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 inthe app and press Aon 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 tothe standard takeoff screen,

and thE! app will show that the software isupto date. After displaying green, Solo's LEDs will return tothe standard white-and-red pattern. Ifyou do not see white-and-red LEDs after afew 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 inthe app. Solo, the controller, and the GoPro® must

be powered to view video. Verify that you can view video before your first flight. Ifthe video is inverted, see section 2.5.2. Figure 2.6.5.1: App- Viewing Video 14**~'**vv 3 Safety The following best practices will help ensure safe, successful flights and help reduce the riskof accident and serious injury. Always fly under adult supervision and with your full attention atall times. Do notfly 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 1Jightto .help redUOEI the riskof accident and serious·ir:JjlifY.. ! 3.1 Location Don't fly Solo indoors. Always fly outside in clear, open areas atasafe 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 ofan 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 ofthe safe flying area at your location. Be aware of any risks, including bodies of water, structures, trees, power lines, etc, and designate afew areas where you can land Solo in case of an unsafe situation. Throughout your flight, be prepared to recover Solo manually oruse an emergency procedure if Solo flies outside the safe flying area. 3.3 Visual Line of Sight Always fly Solo within your visual lineof sight. Don't let Solo getsofar away from you that you cannot see its orientation orso 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 inthe Flight School area ofthe 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 15v·''-'...._; 3.5 Propellers Spinning propellers can cause serious injury. Never touch movinge A p. ropeHers or place any objects inthe way ofthe 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 itup. 3.6 GPS

Solo requires an active GPS signal for flight. After powering on, Solo can take upto5 minutes to acquire a strong GPS lock. Always choose a flying location with a clear view ofthe 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. (5m) <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, butitstill allows you to retain control of

Solo.3.7 Home Position Solo's home position isthe latitude and longitude coordinates ofthe launch point used by the autopilot as the

end point ofa return-home command. The autopilot saves the home position atthe location where the motors are started only after achieving GPS lock. The location ofthe home position depends on GPS signal strength and is usually within 1to2 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 flyat appropriate altitudes for your flying location and local regulations. Solo cannot avoid obstacles onits

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 . 16**~**'--'·........_,; 3.9 Emergency Procedures Ifyou experience a problem in flight, use one ofthe 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 atthe paused location until given another command. Use the Pause button to stop Solo from hitting an obstacle orto 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 atall 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 tothe launch point and land. Use return home after receiving alow battery notification orto 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 atits 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 beno automatic positioning as Solo descends, and drifting may occur depending on environmental conditions. 3.9.5 Motor Shutoff Inthe event that Solo's motors do not stop after landing orforan emergency in-flight kill switch, Solo includes an emergency motor shutoff procedure. To shut off the motors atany time, either in flight oron the ground, hold theA,8, and Pause buttons atthe 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 asalast resort. Figure 3.9.5.1: Controller- Motor Shutoff 17v\...tl'..._/ 3.10 Flight Battery Use caution when handling the Solo Smart Battery; lithium polymer batteries can cause afireif 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. Ifthe battery ishotto

the touch, wait foritto cool before using or charging. Inspect the battery before and after each flight. Itis possible for the battery tobe damaged in shipping, use or charging. Ifyou notice any abnormal features such as damage tothe exterior shell, swelling, deformation ofthe

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 offireor explosion, disconnect the battery, and place the battery inasafe area outside ofany buildings or vehicles and away from flammable materials. Do not dispose ofthe battery inthe trash; dispose ofthe battery at local battery recycling center as soon as possible. Inthe US and Canada, visit call2recycle.org to finda location. For long term storage, store the battery inan 64°Fto82°F environment, between 45-85% relative humidity and with 50% charge. Always make sure to store the battery ina 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 bythe battery door on the back ofthe controller. The controller battery is pre-attached tothe controller, and shouldn't be disconnected unless: • You plan to store the controller for over three months without using it.Inthis 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 oran authorized retailer. Inthe case where you need to store the extra controller battery, store itin location where itwill not come into contact with metal objects or other batteries. Ifthe battery's connector comes into contact witha metal object, itcan short circuit the battery and cause afire. Keep the controller away from liquids, fire, microwaves, and other hazardous or combustible materials. Don't expose the controller to extreme temperatures. Ifthe controller ishottothe touch, wait foritto cool before using or charging. Perform periodic visual inspections ofthe controller battery to check for any damage, and handle the controller battery using the same safety precautions asthe 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 ata20° angle.**c--~~J-.** Figure 3.12.5.1: Controller Antenna Orientation 18**~**"-''""" 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 isona level surface ata 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 withafully charged battery. (Section 2.2) 4.1.4 Video (Optional} , The Solo appis 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 Soloata 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 rttsuttin**u~xpected** flight pehavlor. 4.2.1 Activating Motors When Solo is ready tofly, 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 tobe treated with appropriate caution to avoid safety hazards. Press the Pause button anytime Solo ison the ground with the motors spinning to stop the motors. Rgure 4.2.1.1: Controller - Start Motors Prompt 19Spinning propellers can**ca~** serious injury! f!JJways make suree "'-! A Solo is clear of·any obstructions andau people and animals are away .•······....·· from Solo before spinning the props. "-"'**\......-~** 4.2.2 Initiating Takeoff Hold Fly again to initiate takeoff. Solo will rise to10 feet (3m) 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 soyou**cansafelyna~ate** Solo up a£1dalNay from you Once it'sinthe alr.lf SOloIs facing towardsyQJ.tatl takeoff, move the right StiCk back; if Solois facing away from you,.move the right stick forward. Landing Hold the Fly button to land Solo atits current location. A Figure 4.3.2.1: Controller - User-Initiated Landing When commanded to land, Solo will land atthe current location, wherever itis. AJways make sure there isa 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. Ifthe 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. 20v"-"v 4.4 Return Home The Home button ends your flight automatically by returning Solo tothe home position Oaunch point) and landing. When commanded to Return Home, Solo: 1 Achieves a minimum altitude of49 feet (15m)or maintains current altitude if above 98 feet. 2 Moves to launch point and hovers for5 seconds. 3 Lands atthe 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. 2345678 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 altitudeCurrently assigned functions of controller Aand8 buttons 5678 21\....,/v'-" 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. Set1Mleft mtqk f!Jity back to land once sorp· isafew incbe,$ above 1he grQutld. Figure 4.6.2.2: Throttle Joystick Behaviors**~(j**I,} 22**\.,.,~**''-"v

Move the left stick horizontally to rotate Solo and control orientation. 'Move the StiCk tothe t.ftto rotate CQuntercldckwtse. Move tfie'$tiQk wtne fighttO.**rotate~e.** ··Figure 4.6.2.3: Yaw Joystick Behavior**~;,\"··**cl:*\', <•';;<::•)> Use the right stick tofly 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**\.....~' ·~** '-I

Move the right stick vertically to control pitch. Move the right stick forward tofly forward.

Mc:>ve the right stick backt9fly backward. Figure 4.6.2.5: Pitch Joystick Controls Move the right stick horizontally to control roll. Movethe r{ght stick lefttoeflyleft. 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 inthe Solo app to learn about flight controls and best practices. 24'-'.'-'**~** 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 567891011 Shot ListFlight battery percentage remaining Controller signal strength Hide telemetry bar Map viewStarVstop recording to mobile device Alerts and instructions 4.7.1 Map View 7 89

To access the small map view, swipe left from the right edge ofthe 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 Flyfor standard flight. 0 .&. ii .. ,._ FU' SELF!£ CIIIILECAM QRfJIT FlliJ.lMI Rgure 4. 7.2.1: App- Shot List 25'-I.1.._1**~** 5 Smart Shots Solo's Smart Shots automate video capturing to make it easy toget stunning aerial video. Cable Cam and Orbit are automatically assigned tothe controller's AandB 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 isinthe frame atall times. When attempting Smart Shots without a Solo Gimbal, adjust the camera mount so the camera is fixed atan appropriate angle to improve the chances of keeping the subject inthe frame. 5.1 Selfie In Selfie, Solo fliesa smooth up-and-back path to capture a subject ina cinematic establishing shot. Before starting a selfie, always ensure that there isa clear path 200 feet (61m) behind and above Solo. Once Selfie is activated, Solo will flyup and away from the subject toa point 164 feet (50m) from the subject at82 feet (25m) aHitude. 23 2 Distance out (default 164ft.)

Altitude up (default 82ft.)

Flight path Figure 5.1.2.1: Selfie Path and Settings A Always ensure that there isa clear path 200 feet (30m) behif'ld Md . above Solo before starting Seffie. Press Pause atany tim& during Selfle to stop Solo. Press Flyatany time to switch to manuaf control. 5.1.1 Selfie Setup

To start Selfie, fly Solo toa 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 inthe app tofly Solo along the Selfie path. The default cruise speed when using the app to control Solo in Selfie issetto9 mph (4 m/s). 26\..J'-1v 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 atany time to stop Solo; press Flyto 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 inthe 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 Aon the controller, or select Cable Cam from the Shot List on the app. Both devices will prompt you tofly

Solo to your first point and press Ato save itasthe first Cable Cam point. Then flyto your second point and press 8

to save the second point. Try adding a difference in altitude or orientation between the two points foran impressive cinematic effect. 27\.....I""'-"v 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 Aand tap the left arrow to move towards point B. Cable Cam's default cruise speed issetto9mph (4 m/s). A Always ensure that there isa clear path .between points AandB before starting Cable Cam.Figure 5.2.2.1: App- Cable Cam Controls To operate Cable Cam using the controller, move the right stick tothe lefttofly towards point Aand tothe 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 atany time to stop Solo; press Flytoexitto standard flight. eoe88 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 inthe 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 AandB points. Select Cable Cam How-To for instructions and tips. Hy Co<mtar-Ciockwls.e**cat>~<;ClmHow-Tu** e0 Figure 5.2.3.1: App- Cable Cam Settings 28"-''-'Iv 5.3 Orbit Use Orbit tofly Solo along a preset circle while fixing the camera ona central target. 5.3.1 Starting Orbit Select Orbit from the Shot List. The app will display the currently set radius ofthe orbit and show the location ofthe subject on the map. Fly Solo to correct the subject's position on the mapif necessary then press Aon the controller to lock onto the subject. The app will display a Subject Locked confirmation once the orbit subject isset. To adjust the position ofthe 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 SOlobetOre startin90rbit. ..·c•. 5.3.2 Orbit Operation

Tap the left and right arrows tofly Solo along the Orbit path. The default cruise speed for Orbit is2.2 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 tofly Solo along the Orbit path. Move the right stick upto reduce the radius ofthe orbit and move Solo closer tothe 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 topofthe controller to raise and lower the altitude ofthe target. Press Pause atany time to stop Solo; press Flyto exit to standard flight. 29\...../vv

SubjeetakitUd•D0®(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 inan activity that prevents them from using the controller, you are required to usea 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 atany 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. Iftoo 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 ISaclear path fQr Solo citlring FollOW. Jt· will· cl'lOt avoid obstacles that come into the flight path asa te$Ult.or fOitowing the subject. To start Follow, select Follow from the Shot Listinthe app and navigate Solo to face the subject. Tap the instructional barto begin following. Figure 5.4.1.1:App- Follow Setup 30vv'-'

5.4.2 Follow Operation Once activated, Solo will automatically follow the mobile device wherever the subject carries it.Inthe 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 Flyto return to standard flight. D0<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 issetto2.2

mph (1 m/s). A- -------- it. 8 FollowHowwTo Figure 5.4.3.1: App- Follow Settings 31vvv 6 Alerts The following alerts will appear on the controller inthe event ofa preflight orin flight error. Always monitor the controller for alerts and perform the recommended actions. 6.1 Preflight Errors Before starting the motors, Solo runsa series of automatic checks to ensure that the system is ready for flight.

6.1.1 Calibration The following errors indicate thata preflight check isin 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 IfSolo isnot placed ona level surface, you will receive the following alert to move Solo toa level surface for takeoff. Figure 6.1.1 .2: Controller - Uneven Surface Alert IfSolo 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 Inthe case ofa calibration or sensor error during startup, restart Solo to clear the following alerts. 32vv\....../ 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. Ifthe 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 IfSolo reaches the altitude limit during flight, itwill 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 inthe event that the Solo appis connected toor disconnected from Solo. We recommend having an active connection tothe Solo app atall times during flight. Refer to Section 2.6 for connecting to Solo Wi-Fi with the app. Solo will not return home ifthe connection tothe appin lost during flight. 33**~ ~** v 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. Ifthe 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 Ifthe signal between Solo and the controller islost 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 islost during flight, Solo will switch into Fly: Manual. Inthe event ofaloss of GPS, we recommend landing Solo and waiting to acquire GPS lock before taking off again. InFly: Manual, Solo uses the same joystick controls asin standard flight (displayed as "Fly"), butit does not include any GPS positioning. Therefore, inFly: 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 tothe lack of GPS positioning and will drift according to wind and other environmental conditions. If another alert occurs while Solo isin Fly:Manual, Solo will not be able to Return Home and will instead initiate a non-positioned landing atthe 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 leftto right) the GPS lost alert, Solo in Fly:Manual, and GPS recovered alert. Always choose a location witha clear view ofthe skyto improve GPS signal strength. 34vvv 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 Ifthe battery reaches 5%, Solo will Return Home to prevent a crash. After landing, tum off Solo immediately; ifthe battery level reaches 0%atany 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% ofits 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. Ifthe controller battery reaches a critical level in flight, Solo will Return Home. The following displays show (leftto right) the 10%, 5%, and 0% alertsFigure 6.2.6.1: Controller- Controller Battery Alerts 35**~**vv 7 Advanced Settings This section provides instructions for accessing and using Solo's advanced features and settings. 7.1 Advanced Flight Modes

Are youa quadcopter pro? We designed Solo tobe simple and reliable, but also really funtofly. Solo includes five advanced flight modes: FL Y:Manual, stabilize, aero, sport, and drift. A 7.1.1 Fly:Manual Advmtced flight modes: arefor experieoceo operatots ooJY. Ponot aftemptta flyin**any~** .modet unles$¥®are**CQmf~** flying multicopters withOut positioning and**altitUde~~** Fly: Manual mode isa 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; itwill drift according to wind conditions and existing momentum. When flying inFly: Manual, make constant adjustment tothe 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 tofly 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 toa stop over a two-second period. Solo does not automatically control altitude in drift, and will require constant adjustments tothe throttle stick

when flying in drift. 7.1.4 Aero Aero isthe 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 isno altitude

or position assistance in aero, sobe prepared to make constant adjustment to both sticks. Aero isa copter-frame oriented mode, meaning that, in aero, Solo will always respond to controls relative toits own orientation. Aero does not require GPS lock.A Do notflyIn aero unless you arean extremelY expet{eoced operator. Without the proper skiDs, crashes in aero are highly Ukely. 36\,.../vv 7.1.5 Sport Sport mode ina modified version of aero that includes altitude assistance and earth-frame orientation. With altitude assistance, the throttle stick behaves the same in sport asit does in standard flight (Fly mode). Earth-frame orientation differs from copter-frame orientation inthat the direction of yaw rotation isin relation tothe earth instead ofin relation tothe 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 toin aero's copter-frame orientation, in which, inthe 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 tothe controller's Aand8 buttons using the app. Inthe app, select Preset Aor 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- AandB 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 setto one of these modes. Without an active GPS signal, Return Home, Pause, and Smart Shots will be disabled.

Ifyou choose to take off without GPS lock, Solo will not save a home position atthe launch point. IfSolo 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 ifSolo did not acquire GPS prior to takeoff. A IfSolo did not acquire GPS lock prior to takeoff, do not**use~** a Home. 37vvv 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 itisto 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 inthe 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. Ifyou choose to select No limit, ensure that you always operate Solo within your visual lineof sight andin compliance with local regulations. • Wi·ASetti"!J9 Solot•nk_l'lv"!\8 Sets the maximUm height (from triJifroff) Solois &tlowed tolty, I!J Pertonnance •**~Umrt ~~.--------------**  8 -A .-· Figure 7.7.5.1:App- Altitude Limit 38v'Vv 8 Support 3DR Support is here to help you get the most outof Solo. Ifyou have any questions, please contact usat support@3dr.com or give usacallat1 (855) 982-2898 (toll free inthe 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 inthis manual, contact 3DR Support oran 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 oran 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 ofthe controller. Remove the foam block and disconnect the battery from the port inthe side ofthe battery compartment. To install a battery, connect the battery tothe controller, and, for standard-size controller batteries, use the foam block to pad the empty space inthe compartment. See Section 3.11 for information on safely storing spare controller batteries. Figure 9.1.5.1: Controller Battery Installation 39vvv 9.2 Calibrations Use the Solo app to perform compass and level calibrations when prompted bythe 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 baratthe topofthe screen is completely green. Ifthe calibration fails, move toa 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, waitafew seconds after moving Solo to press Next.

• Altitudelimit calibrating Level ensures Solo can fly accurately. Place Solo pertectty still ona level surface . Remove propelers and press begin. • PreeetA·-·+ Accelerometer Calibmt!On ffi Compas&Galtbration Figure 9.2.2.1: App- Level Calibration 40v\....,/v 9.3 Pairing To paira controller with Solo, power both the controller and Solo. Power off any other Solos or controllers inthe vicinity. Once powered, usea paper clipto press the pair button onthe 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 upto3 minutes. Hold theAandB buttons on the controller to start pairing. To cancel pairing, press B. Figure 9.3.2.2: Controller Pairing Procedure 41vvv 9.4 Legs Solo uses three unique types of legs: 2legs with an antenna module (#1 and #2),aleg without any electronic components Oeg #3), andaleg witha compass module (leg #4). Replacements forall types ofleg can be purchased from store.3dr.com oran authorized retailer. Antenna Compass Antenna Standard Figure 9.4.2.1: Leg Types 9.4.1 Leg #3

To replace a standard leg, usea#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 aleg 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). 42vvv Figure 9.4.2.1: Detaching the Antenna from the Leg Attach the new legby threading the antenna cable through the notch inthe topofthe 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 tothe new leg, use the provided Velcro to attach only the yellow-backed Velcro strip tothe Velcro onthe antenna. Then remove the backing and attach the Velcro and antenna tothe inside ofthe leg, placing the tipofthe antenna 5mm from the edge ofthe rubber foot (1)as shown below. Fold the ends ofa provided plastic sheet at right angles (2), remove the adhesive backing, and stick the plastic sheet tothe legsoit secures the antenna in place (3).**1,~//2**til Figure 9.4.2.3: Attaching an Existing Antenna toa New Leg 5mm betweenantenna and foot 43vvv

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 notbe 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 inthe corner ofthe board closest tothe leg being replaced. Disconnect the compass connector from the board by holding down the tab on the far side ofthe connector and lifting up the connector. Since the space between the arm and the connector is limited, itmay help to usea 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 itcan connect tothe board. Connect the compass connector inthe same place asthe old compass. Figure 9.4.3.2: Insert New Leg with Compass Secure the new legin place and replace the battery tray. 44vvv 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 isthe flat, black end capin front ofthe battery tray. To remove it,usea small, flat prying tool to loosen the four clips along the back edge ofthe 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, usea small Philips screwdriver to remove the7 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 liftout the tray just enough to access the board beneath. Figure 9.5.2.2: Battery Tray Detachment 45vv'-./ 9.6 MotorsReplacement motors are available as clockwise and counterclockwise Motor Pods. Usea counterclockwise Motor Pod to replace motors #1 and #2, and usea 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, usea small, flat prying tool to remove the LED cover form the underside ofthe arm. Figure 9.6.2.1: LED Cover Removal Usea#2 Phillips screwdriver to remove the four screws securing the pod tothe 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 liftthe edges ofthe 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. 46v**~v**v**~** .(!}''**=~-~~.~· ~::~**  .>i / -:-·.'\...**,,·.·····:<~ill** Figure 9.6.2.3: Motor Pod Disconnection Connect the3 cables from the arm tothe 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 the4 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 47**~**vv 9.7A 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 tothe first flight update. Usea factory reset ifyou 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 upto5 minutes, then display the green checkmark and prompt you to press Ato 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 ofthe 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 tothe Pair button start rapidly flashing orange. This signals the factory reset procedure is now underway.

After afew minutes, Solo's main LEOs will start flashing different colors ina rot<;1ting pattern asthe reset nears completion. Once Solo emits an initialization tone, the factory reset is complete, and Solo is now ready tobe paired with the controller; follow the instructions in Section 9.3to pair Solo with the controller. Ifthe 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. 48vvv 10 Appendix 10.1 Specifications Solo isa quad-rotor aerial vehicle powered bythe 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

10in.(25 em) 18in.(26 em) 880Ky motors, two clockwise rotating motors and two counterclockwise rotating motors

10in.x4.5in.(25 emx11.4em) 3.3 lbs.(1.5kg)

3 hours 6 hoursLi-ion 2600 mAh 7.2 Vdc (5200 mAh for extended battery) Electric (rechargeable lithium polymer battery) Lithium polymer, 5200 mAh, 14.8 Vdc 1lb.(.5kg) 25 minutes*328ft.(100m) .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+or4 Full compatibility with GoPro® HERO 3+or4 iOS 8.0or laterI Android 4.3or later 32°F-113° F(0°C-45oC) 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. 49\....../.vv 10.2 Warranty 3D Robotics warrants tothe original retail purchaser of Solo {the "Product'') that atthe time of purchase that this product isfree 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 asis required by applicable law ("Warranty Period"), such defect(s) willbe repaired or replaced at3D Robotics' option, without charge for parts or labor directly related tothe defect{s). The complete terms ofthe limited warranty applicable to Solo can be found at 3dr.com/terms. This Warranty extends only to consumers who purchase the product from a3D Robotics authorized reseller andisnot 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 by3D Robotics; (4) damage from external causes such as dirt, sand, battery leakage, blown fuse, or improper usage ofany electrical source; (5) commercial use; or(6) usein violation of lawor ordinances in effect inthe jurisdiction in which the Product is used. 3D Robotics assumes no liability for any accident, injury, death, loss, or other claim related toor resulting from the useofthis 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 by3D Robotics "As Is" and any third-party warranties, products, software, services, maintenance or support are provided bythe original manufacturer or supplier, not by3D Robotics. Software is subject tothe separate software license agreement accompanying or made available toyouin connection with the software. A portion ofthe software contains or consists of open-source software, which you may use under the terms and conditions ofthe 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 ofthis product indicates your acceptance of those agreements. Title to software remains with the applicable licensor{s). Inno event will 3D Robotics be liable toyou for damages, including any general, special, incidental or consequential damages arising outofthe 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, INNO 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 A2ADYD-AT11A This device complies with Part 15ofthe FCC rules. Operation is subject tothe 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 by3D 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 foran uncontrolled environment. These limits ensure that no harmful effects will result from operating Solo according tothe standard operating procedures described inthis manual. 50vvv

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 of1.6 W/kg. To reduce exposure toRF energy, hold Solo at least 20em away from your body at

all times during operation. Do not operate the Solo controller co-located orin conjunction with any other antenna or transmitter.This device complies with Part 15ofthe FCC Rules. Operation is subject tothe condition that this device does not cause harmful interference. 10.3.2 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 tothe 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 ofthe 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 sile 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 foran uncontrolled environment. These limits ensure that no harmful effects will result from operating Solo according tothe standard operating procedures described inthis manual. To reduce exposure

toRF energy, hold Solo at least 20em away from your body atall times during operation. Do not operate the Solo controller co-located orin conjunction with any other antenna or transmitter. Changes or modifications not expressly approved by3D Robotics could void the user's authority to operate the equipment. 51