June 1st 2015

U.S. Department of Transportation

Docket Management System 

1200 New Jersey Ave., SE

Washington, DC 20590

RE: Exemption Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation 

Regulations

Dear Sir or Madam,

Pursuant to Section 333 of the FA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. 

Part 11, drone2GIS Inc. (“drone2GIS”), seeks an exemption from the Federal Aviation Regulations (“FARs”) 

listed below and discussed in Appendix A to allow it to operate the MAP-M4 Vertical Take-off and Landing 

Unmanned Aircraft System (“MAP-M4”). 

14 C.F.R. Part 21, Subpart H

14 C.F.R. 45.23(b)

14 C.F.R. 91.7(a),(b) 

14 C.F.R. 91.9(b)(2)

14 C.F.R. 91.113

14 C.F.R. 91.203(a),(b)

14 C.F.R. 61.113(a), (b)

14 C.F.R. 91.103

14 C.F.R. 91.119(c)

14 C.F.R. 91.151

14 C.F.R. 91.203

14 C.F.R. 91.405(a) and (b)

14 C.F.R. 91.407(a)(1)

14 C.F.R. 91.409(a)(1)-(2)

14 C.F.R. 91.417(a).

14 C.F.R. 43.7

14 C.F.R. 43.11

14 C.F.R. 45.21

14 C.F.R. 45.29
Drone2GIS Inc. is a licensed mapping company in the state of Florida providing professional geo-spatial 

solutions and services. Drone2GIS Inc. plans to use the sUAS for precise aerial mapping, precision 

agriculture, 3D modeling, and infrastructure and asset management/inspections, for its projects located 

throughout the United States through the use of passive and active off-the-shelf payload sensors such as

infra-red, multispectral and hyperspectral cameras and LiDAR scanners mounted to small, lightweight 

UAS. 

By approving these exemptions, the FAA will allow Drone2GIS Inc. to provide a safer, more economical 

and efficient solution to the acquisition and production of high resolution and high accuracy geo-spatial 

data than the conventional method of capturing such data which involves having human inspectors and 

surveyors in dangerous environments and/or the use of manned aircraft. 

The name and contact information of the applicant is:

Drone2GIS Inc. 

4509 NW 23rd Ave. STE 8

Gainesville, FL 32606

Drone2GIS Inc. is prepared to modify or amend any part of this request to satisfy the need for an 

equivalent level of safety. Please contact us via email at info@drone2gis.com at any time if you require 

additional information or clarification.

Sincerely, 

Oliver Volkmann

President 

Drone2GIS Inc. 

4509 NW 23rd Avenue, Suite 8

Gainesville, FL 32606
Basis for Petition:

1. Applicable Legal Standard Under Section 333:

Grant of this exemption application for use of the sUAS in precision aerial surveys, mapping and inspection 

operations will advance the Congressional mandate in Section 333 of the Reform Act to accelerate the 

introduction of UAS into the national airspace system ("NAS") if it can be accomplished safely. This law 

directs the Secretary of Transportation to consider whether certain UAS may operate safely in the NAS 

before completion of the rulemaking required under Section 332 of the Reform Act. In making this 

determination, the Secretary is required to determine which types of UAS do not create a hazard to users 

of the NAS or the public, or pose a threat to national security in light of the following:

a) The UAS's size, weight, speed, and operational capability; 

b) Operation of the UAS in close proximity to airports and populated areas; and 

c) Operation of the UAS within visual line of sight of the operator.

Reform Act § 333(a)(1). If the Secretary determines that such vehicles "may operate safely in the national 

airspace system, the Secretary shall establish requirements for the safe operation of such aircraft in the 

national airspace system." Id. §333(c) (emphasis added).1

The Federal Aviation Act expressly grants the FAA the authority to issue exemptions. This statutory 

authority, by its terms, includes exempting civil aircraft, as the term is defined under §40101 of the Act, 

from the requirement that all civil aircraft must have a current airworthiness certificate and those 

regulations requiring commercial pilots to operate aircraft in commercial service: 

The Administrator may grant an exemption from a requirement of a regulation prescribed under 

subsection (a) or (b) of this section or any of sections 44702-44716 of this title if the 

Administrator finds the exemption is in the public interest.

49 U.S.C. §44701(f). See also 49 USC §44711(a); 49 USC §44704. 

The grant of the requested exemption is in the public interest based on the clear direction in Section 333 

of the Reform Act; the additional authority in the Federal Aviation Act, as amended; the strong equivalent 

level of safety surrounding the proposed operations; and the significant public benefit, including 

enhanced safety and cost savings associated with transitioning to UAS for aerial surveys, mapping and 

inspections. Drone2GIS Inc. therefore respectfully requests that the FAA grant the requested exemption 

without delay.

 

1 This provision places a duty on the Administrator to not only process applications for exemptions under Section 

333, but for the Administrator, if he deems the conditions proposed herein require modification in order to allow 

approval, to supply conditions for the safe operation of the UAS. 
2. Airworthiness of the Small Unmanned Aerial System:

One element of the exemption application involves evidence of the airworthiness of the sUAS. Drone2GIS 

Inc. has been operating this platform for over 50 hours both domestically and internationally without 

incident which we believe is sufficient to prove the sUAS airworthy and compliant with a significant level 

of safety. As the MAP-M4 sUAS system utilizes the same flight controller (produced by 3DRobotics) as 

current recipients of 333 Exemptions including Olson & Associates (Exemption No. 11626) it is our belief 

that the FAA acknowledges the safety and redundancy of the main operating control system. As a matter 

of enhancing safety, the MAP-M4 sUAS is programmed and configured with multiple automated flight and 

safety features as described in detail in Appendix B of this petition. 

To maintain airworthiness, Drone2GIS Inc. will follow a strict inspection and maintenance program of the 

sUAS which is further enhanced by multiple automatic checks performed by the sUAS autopilot on the 

navigational sensor health both prior to and during flights. Malfunctions that occur prior to or during flight 

will be automatically detected by the sUAS which communicates the warnings to the pilot in command to 

take necessary action. Additionally, the sUAS will perform actions automatically in the event that 

communication is lost. Further details to the Fail-Safe/Fault Detection and Response systems of the MAPM4 are described in Appendix B. Drone2GIS Inc. will maintain emergency checklists and protocols for 

appropriate malfunction responses by the operator during all sUAS operations. In the event of any 

malfunction, the sUAS will undergo all maintenance and endure extensive and demanding ground testing 

and flight tests to ensure full functionality and safety prior to recommencing commercial operations. 

3. Operations and Associated Conditions

Drone2GIS Inc. intends to use the MAP-M4 sUAS for the purposes of capturing high resolution aerial 

imagery and footage to produce high resolution ortho-photos and digital surface models, 3D Models and 

visual documentation for the surveying, mapping and inventory & asset management and inspection 

markets. The production of these high resolution products will facilitate the possibility of surveying in the 

virtual world with highly accurate data thus removing survey crews and inspectors from potentially 

dangerous environments where health and sometimes life are at risk. The data produced through the use 

of these light weight sUAS will additionally facilitate pre-production/pre-construction planning, land use 

management, land development, environmental monitoring, architectural design, project budgeting, 

insurance estimations, facility decommissioning plans and feasibility studies for future projects. 

Drone2GIS Inc. aims to provide these services with the sUAS to all industries which could benefit from 

highly accurate and high resolution geo-spatial data-sets. This includes, without limitation, the 

infrastructure, utility, transportation, agriculture, construction, mining and land development markets. 

The sUAS operations will occur under controlled conditions on public or privately owned land at the 

owner’s request and consent and will only take place during daylight hours and at altitudes well below 

those which would pose a risk to manned aircraft. Typical Drone2GIS Inc. sUAS operations will be flown 

below 200ft and slower than 17mph which we believe to be sufficient to further minimize the risk of 

interference with another aircraft. 
Grant of the exemptions to Drone2GIS Inc. will be subject to the conditions listed in Appendix B and C

which are based upon the operating conditions required by the FAA’s previous grants of exemption. 

4. Operator Requirements:

Drone2GIS Inc. will use fully trained staff for all sUAS operations. The operator will be required to have 

accumulated and logged a minimum number of flights and hours for daytime operations, as necessary. 

The operator in command will complete a manufacturer approved training program for the MAP-M4 

sUAS. The training is specific to each sUAS and fully educates the operator on the sUAS capabilities, 

operational constraints/limitations, manual and automatic functions as well as safety protocols. Training 

in the MAP-M4 system will also include discussion on the fundamentals of Vertical Take-off and Landing 

(VTOL) platforms and the autopilot to increase general knowledge such that through understanding of 

how the system functions, further risks can be mitigated. 

It is to be noted that the owners of Drone2GIS Inc. are in disagreement with the FAA stance on the 

requirement for manned aircraft certification, medical certification and the related costs and operating 

conditions there-of for the purpose of operating the sUAS. However, Drone2GIS Inc. finds itself essentially 

forced to abide by these requirements as a condition to the grant of exemptions in order to pursue 

commercial sUAS work within the United States and will thus comply as a matter of economic necessity. 

Drone2GIS Inc. reserves the right to amend its operating conditions and requests exemptions from the 

relevant FARs to operate without such conditions at such time that the FAA realizes that such 

requirements (re: Airman Certification, Medical Certificate) are unnecessary, with immediate effect. 

5. Public Interest:

The benefits to the public relating to this petition for exemption are significant and enumerated as follows: 

a. Public Safety: Because the UAV (unmanned aerial vehicle) is unmanned and flights are performed 

at low altitudes (no more than 400’ above ground level) in pre-determined and confined airspace, 

inherent risks to pilots and their crews, evident in traditional manned flights, are eliminated. In 

the event that a mishap may occur, the risks to persons or personal property on the ground are 

also minimized, as compared to traditional manned flights, based on the relative small size, weight 

and momentum of the UAV as compared to that of a manned fixed wing aircraft or helicopter.

b. Operator Safety: In the past, essential tasks such as bridge inspections, commonly placed 

inspectors in a multitude of dangerous and precarious situations such as busy traffic, steep slopes, 

rugged terrain, balancing atop extended ladders and scaffolding, and in close proximity to 

dangerous waterways. The use of a small multi-rotor vertical take-off and landing (VTOL) UAV 

virtually eliminates all risks associated with the above mentioned tasks. The rotary powered UAV 

can safely and efficiently maneuver beneath bridges, over dangerous terrain, and over water, in 

order to obtain either live video feeds or high resolution photos. This provides the inspector quick 

and easy access, to safely view existing bridge conditions, as well as providing digital 

documentation to be included within bridge reports. In areas of open pits, mines, quarries, and 

pipeline/electrical-line right of ways, the use of a sUAS (small Unmanned Aerial System) makes it 
possible to quickly and accurately generate surface models without the costs and perils of placing 

a survey crew in dangerous terrain and amidst heavy earth moving equipment.

c. Agricultural Benefits: The use of the UAV in the agricultural industry enables the farmer to be 

more efficient, lower operating costs, and help minimize environmental impacts. Utilizing the 

UAV, allows the farmer to more easily recognize early pest infestations, which in turn helps the 

farmer to pinpoint areas of need and eliminates the over application of pesticides. A sUAS assists 

the farmer in monitoring seasonal soil conditions to conserve water. A sUAS can be used to 

determine periodic crop health thus enabling the farmer in differentiating between areas in need 

of fertilizer and those not in need. A sUAS can also periodically monitor livestock movement, 

grazing patterns and health and safety. These efficiencies provided by sUAS technology can in turn 

provide the American consumer with a better product and lower food prices. 

d. Environmental Impact: The use of a UAV in lieu of traditional manned aircraft is also of benefit to 

the public based on the reduction of pollution emitted into the air. Our proposed UAV is powered 

with rechargeable batteries whereas traditional manned aircraft are powered with fossil fuels. 

Thus the use of the UAV greatly minimizes carbon emissions when compared to similar missions 

flown with traditional manned aircraft. 

e. Impacts Related to Extraordinary Events: The UAV can be utilized for the benefit of the public 

during times of extraordinary events. The UAV can be quickly and safely deployed to acquire 

photos and videos to assess damage from tornadoes, floods, forest fires, toxic chemical spills and 

other disasters without placing emergency personnel in peril. It can be used to locate lost, injured, 

or stranded people in remote areas that are difficult and dangerous for emergency and rescue 

personnel to access. 

f. Monetary Impact: When utilizing a UAV instead of conventional manned aircraft, the public at 

large can experience measurable cost savings. The inherent cost of operating and equipping a 

UAV as compared to the cost of traditional manned aircraft utilization is minimal. These savings 

can be further promulgated through the savings in pilot (crew) time and fuel costs as well as 

efficiencies gained through the benefit of greater operational flexibility.

The MAP-M4 sUAS is a commercial grade system with absolutely no military association and given the 

limited size, speed, payload capacity and payload type (imaging sensors) as well as the fact that the MAPM4 does not carry armament, explosives or other dangerous materials, no national security issue is raised 

by the grant of the requested exemptions. The use of the MAP-M4 poses no significant threat to the safety 

of individuals and society and national security. Due to the low weight and the operational constraints in 

operating altitudes and speeds, the MAP-M4 sUAS will cause no significant risk to damage personal and

public property or national infrastructure. 

In conclusion, the use of small, lightweight unmanned aerial systems such as the MAP-M4 which weighs 

less than 11lbs and flies slower than 20mph is a far safer alternative to the capturing of important high 

spatial and temporal resolution data than a) the exposure of persons on the ground in environments such 
as mines, roadways, railroads, bridges, natural disaster zones, and rough terrain, and b) the use of manned 

aircraft which pose a far greater risk to life and property in the event of a malfunction. The intrinsic safety 

factors of low weight, slow speed and small form factor), the additional automatic safety features and 

protocols of the MAP-M4 sUAS and the operating environments and conditions clearly offer economic 

and safety advantages compared to manned aerial engagements. 

The grant of the requested exemption is in the public interest based on the clear direction in Section 333, 

the Federal Aviation Act,2the high and equivalent level of safety of the proposed operations, and the 

significant public benefit, including enhanced safety and cost savings to be realized as a result of the use 

of sUAS for aerial inspection and mapping services. Drone2GIS Inc. respectfully requests that the FAA 

grant the requested exemption without delay.

Sincerely, 

Oliver Volkmann

President 

Drone2GIS Inc. 

4509 NW 23rd Avenue, Suite 8

Gainesville, FL 32606

 

2 The Federal Aviation Act ("FAAct") expressly grants the FAA the authority to issue exemptions: The Administrator 

may grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this section 

or any of sections 44702- 44716 of this title if the Administrator finds the exemption is in the public interest. 49 

U.S.C. § 44701(f).
APPENDIX A

EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY SHOWINGS UNDER APPLICABLE RULES 

SUBJECT TO EXEMPTION

14 C.F.R. Part 21, Subpart H: Airworthiness 

Certificates 14 CFR 91.203(a)(1)

Section 91.203(a)(1) requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H, 

entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of 

airworthiness certificates as required by FAR § 91.203(a)(1). Given the very small size of the aircraft and 

the limited operating area associated with their utilization, it is unnecessary to go through the certificate 

of airworthiness process under Part 21 Subpart H to achieve or exceed current safety levels.3Such an 

exemption meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the 

Reform Act. The Federal Aviation Act and Section 333 of the Reform Act both authorize the FAA to exempt

aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, 

speed, operational capability, and proximity to airports and populated areas of the UAS involved. In this 

case, an analysis of these criteria demonstrates that the sUAS operated without an airworthiness 

certificate, under the conditions proposed herein, will be at least as safe, or safer, than a conventional 

aircraft (fixed wing or rotorcraft) with an airworthiness certificate. The MAP-M4 has a maximum take-off 

weight of 11lbs (including payload and power source), will not carry flammable fuel, passengers or 

operators and will operate in a controlled environment and with safety being the primary focus for all 

operations. Operation of the sUAS will by tightly controlled by the operator and in accordance with the 

training and manual provided by the sUAS assembler/configurator (detailed in Appendix C) as well as by 

local public safety requirements. All flight operations on private property will have the express permission 

by the land owner (or lessee). The MAP-M4 sUAS provides a level of safety greater than that of 

conventional manned aircraft in orders of magnitude due to intrinsic safety and the fact that the sUAS will 

not be laden with flammable fuel. Safety features including the redundant sensor system are described in 

further detail in Appendix B. 

14 C.F.R. 91.7(a)-(b); Civil Aircraft Airworthiness

Section 91.7(a) requires that a civil aircraft must be in airworthy condition to be operated. The FAA has

concluded that no exemption is required under 14 C.F.R. § 91.7(a) to the extent that the requirements of 

Part 21 are waived or otherwise found inapplicable. See FAA Grant of Exemption to Astraeus Aerial, 

Docket No. FAA-2014-0352, Exemption No. 11062, pp. 14-15, 19, 22. Drone2GIS Inc. therefore respectfully 

requests that the FAA find the requirements for section 91.7(a) in accordance with the agency’s 

determination on 14 C.F.R. Part 21, Subpart H, discussed supra. The agency similarly found that relief from

 

3 The FAA has stated that no exemption is needed from this section if a finding is made under the Reform Act that 

the sUAS provide an equivalent level of safety when compared to aircraft normally used for the same application. 

These criteria are satisfied and therefore no exemption is needed. See, e.g., Grant of Exemption to Astraeus Aerial, 

Docket No. FAA-2014-0352 at 13-14, 22. Should the FAA determine that some characteristics of the sUAS fail to 

meet the requirements of the Reform Act, Olsson respectfully requests an exemption.
section 91.7(b) is not warranted, which places responsibility on the PIC to ensure an aircraft is in a 

condition safe for flight. See Grant of Exemption to Astraeus Aerial, Docket No. FAA-2014-0352, 

Exemption No. 11062, p. 19. To the extent, an exemption is required under section 91.7(a) or (b), 

Drone2GIS Inc. respectfully requests that the FAA find compliance with the manufacturer’s manuals and 

requirements of the grant of exemption, a sufficient means for ensuring the sUAS are and remain in an 

airworthy condition.

14 C.F.R. 91.113; Right-of-Way Rules

Section 91.113 requires that vigilance be maintained by each person operating an aircraft to see and avoid 

other aircraft. Unlike manned aircraft, the sUAS pilot is not on-board the aircraft to observe and avoid 

other aircraft, operating the sUAS from the ground. Drone2GIS Inc. operating conditions will achieve an 

equivalent or greater level of safety by operating solely in class G airspace, below 400ft AGL and at a low 

rate of speed. All operations will involve two individuals, the Operator and one Visual Observer who will 

monitor the immediate and surrounding airspace of the operation for hazards. Additionally, Drone2GIS 

Inc. operating conditions recognize that in the event that a manned aircraft enters into the sUAS project 

area that the sUAS must yield to manned aircraft.

14 C.F.R. 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot in Command; 

Commercial Pilot Privileges and Limitations.

Section 61.113(a) & (b) limit private pilots to non-commercial operations. Unlike a conventional aircraft 

that carries a pilot, passengers, and cargo, the sUAS in this case are remotely controlled with no 

passengers or property of others on-board. Section 61.133(a) requires an individual with a commercial 

pilot’s license to act as pilot in command of an aircraft for compensation or hire. Drone2GIS Inc. 

respectfully proposes that operator requirements should take into account the characteristics of the 

particular UAS. The MAP-M4 sUAS has a high degree of automatic controls and features which prevent 

the operation of the sUAS outside of the operating conditions set forth in Appendix C and the exemption 

application. The MAP-M4 sUAS is incapable of carrying persons and additional cargo other than the 

sensors required for the production of geo-spatial products. Commercial operations will be strictly limited 

to conducting aerial surveys and inspections through the capturing of aerial imagery. The risks associated 

with the operation of the sUAS (given their small size, speed, operational capabilities and limitations, and 

lack of combustible fuel) are so diminished from the level of risk associated with commercial operations 

(and even operations permitted with a private pilot certificate) contemplated by Part 61 with manned 

aircraft, that allowing operations of the sUAS as set forth in Appendix C meets and exceeds the present 

level of safety provided under 14 C.F.R. 61.113(a)-(b), and does not call for a commercial pilot certificate 

as set forth in § 61.133.

14 C.F.R 91.119: Minimum Safe Altitudes 

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 91.119(c) limits aircraft 

flying over areas other than congested areas to an altitude of 500 feet above the surface, except over 

open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 
feet to any person, vessel, vehicle, or structure. As set forth herein, the sUAS will not operate at higher 

than 400 feet AGL. The sUAS will, however, be operated to avoid congested or populated areas. Because 

aerial survey work must be accomplished at relatively low altitudes and at altitudes less than 500 feet 

AGL, an exemption from Section 91.119(c) is needed. The equivalent level of safety will be achieved given 

the size, weight, speed, and material with which the sUAS are built. Also, no flight will takeoff or land 

without the permission of the land owner or those who control the land. Because of the advance notice 

to the landowner, all affected individuals will be aware of the flights. Compared to operations conducted 

with aircraft or rotorcraft weighing far more than the sUAS, and carrying flammable fuel, any risk 

associated with these operations will be significantly less than those currently allowed with conventional 

aircraft operating at or below 500 feet AGL. Indeed, the low-altitude operations of the sUAS will maintain 

separation from operations of conventional aircraft that must comply with Section 91.119.

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

This regulation prohibits an individual from beginning “a flight in an airplane under VFR conditions unless 

(considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended 

landing and, assuming normal cruising speed – (1) During the day, to fly after that for at least 30 minutes; 

or (2) At night, to fly after that for at least 45 minutes.” The MAP-M4 sUAS is powered by a pair of 

removable and rechargeable Lithium-Polymer (“LiPo”) batteries in parallel for redundancy which provides 

the MAP-M4 with up to 30 minutes of flight time. Without an exemption from 14 C.F.R. 91.151(a), the 

MAP-M4 flights would not be permissible. An exemption from 14 CFR § 91.151(a) is safe and within the 

scope of many prior exemptions. See Grant of Exemption to Olsson Associates, Docket No. FAA–2015–

0537 (allowing operations without compliance with 91.151(a). Operating the sUAS, without 30 minutes 

of reserve fuel does not engender the type of risks that Section 91.151(a) was meant to prevent given the 

size and speed at which the sUAS operate. The fact that they carry no pilot, passenger, or cargo also 

enhances their safety. As does the fact that the operations will be conducted within the VLOS of the PIC 

and in a strictly controlled location. In the unlikely event that the sUAS should run low on fuel, the MAPM4 is designed to land on its own (e.g., an auto-land function is initiated upon a critical battery warning).

The MAP-M4 provides an equivalent level of safety by maintaining 5 minutes of reserved fuel which is 

adequate to return the sUAS to the planned landing zone given that the system is designed to be flown 

within direct visual line of sight of the operator and given the automatic low battery level fail-safe 

functions which include automatic return to launch position or pre-programmed landing zones. 

Similar exemptions have been granted to other operators and systems. See Docket Nos. 2689F, 5745, and 

10673.

14 C.F.R. 91.9(b)(2); 91.203(a)-(b); Carriage of Civil Aircraft Airworthiness Certificate and Registration

Sections 91.9(b) and 91.203(a)-(b) require an aircraft operator to carry airworthiness documents and 

other aircraft manuals onboard the aircraft at all times. sUAS are small in size and incapable of carrying 

the size and weight of such documents and manuals. The reason behind these regulations is to ensure 

that the operator (PIC) has access to these important documents during flight. As the operator (PIC) is not 

on-board the sUAS, the need for these documents to be on-board is unnecessary. An equivalent level of 

safety is achieved if the operator has access to these documents from the Ground Control Station from 
where the operator is operating the sUAS. This is consistent with a prior opinion of the FAA Office of the 

Chief Counsel, and other grants of exemptions for commercial UAS operations. See Memorandum from 

Mark Bury, FAA Assistant Chief Counsel for International Law, Legislation and Regulation, to John Duncan, 

FAA Flight Standards Service (Aug. 8, 2014); see also FAA Grant of Exemption to Astraeus Aerial, Docket 

No. FAA-2014-0352, Exemption No. 11062, pp. 16-18.

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

Section 91.405(a) requires that an aircraft operator or owner “shall have that aircraft inspected as 

prescribed in subpart E of this part and shall between required inspections, except as provided in 

paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter....” 

Section 91.407 similarly makes reference to requirements in Part 43; Section 91.409(a)(2) requires an 

annual inspection for the issuance of an airworthiness certificate. Section 91.417(a) requires the owner 

or operator to keep records showing certain maintenance work that has been accomplished by 

certificated mechanics, under Part 43, or licensed pilots and records of approval of the aircraft for return 

to service. 

An equivalent level of safety will be achieved as the sUAS are small in size, will solely operate in restricted 

predetermined areas and are not complex mechanical devices. Drone2GIS Inc. will perform all 

maintenance and inspections in accordance with the manufacturers’ manuals and any required 

manufacturer Safety or Service Bulletins. In addition, the PIC will conduct a preflight inspection of the 

sUAS and all associated equipment to account for all discrepancies and/or inoperable components as 

Drone2GIS Inc. primary concern is safety and secondly, the ability to utilize this technology for the 

capturing of data at a more efficient and affordable rate than conventional methods. Maintenance will be 

performed and verified to address any conditions potentially affecting safe operation of the sUAS and no 

flights will occur unless and until all flight critical components of the sUAS have been found to be airworthy 

and in a condition for safe operation. In the event that maintenance is required, Drone2GIS Inc. will 

perform all necessary tests including ground based stress tests and non-commercial flight tests in 

controlled environments to ensure that the maintenance was performed properly and that the unit is safe 

for further commercial operations. Repairs will be documented and kept with the sUAS maintenance 

records. Drone2GIS Inc. furthermore will maintain and observe the life limit requirements for all 

applicable components used in the MAP-M4 sUAS and replace such items prior to their life limits.

14 C.F.R. 91.103: Preflight Action

Section 91.103 requires that each pilot in command take certain actions before flight to ensure the safety 

of flight. An exemption is needed from this requirement as the pilot will take separate preflight actions 

including checking the weather conditions, flight battery conditions, system hardware and electronic 

conditions, take-off and landing locations, observing for obstacles and ensuring that any automatic 

mission is appropriate and safe. Additionally, the MAP-M4 sUAS performs independent and strict 

automatic checks on the electronics and navigational sensors prior to the sUAS being started and will 

prevent the MAP-M4 from flying if issues are detected. These actions will provide an equivalent level of 

safety. 
14 C.F.R. 45.23(b): Marking of the Aircraft

Section 45.23(b) requires that certain experimental, provisionally certified aircraft or light-sport category 

aircraft to e marked with letters between 2 and 6 inches high as “Limited”, “Restricted”, “Light-Sport”, 

“Experimental”, or “Provisional” near each entrance to the cabin, cockpit or pilot station. The MAP-M4 

sUAS will have no airworthiness certificate should this 333 exemption be approved, is not of a size on 

which 2 inch lettering is possible and does not have a cabin or pilot station on which the word 

“Experimental” can be placed. For these reasons, Drone2GIS Inc. respectfully requests an exemption from 

this regulation. 

14 C.F.R. 43.7: Persons Authorized to Approve Maintenance, Rebuilding, and Operation

Drone2GIS Inc. requests an exemption from 14 C.F.R. 43.7 which requires that only a holder of a mechanic 

certificate or a repair station certificate may approve an aircraft, airframe, aircraft engine, propeller, 

appliance or component part for return to service. Drone2GIS Inc. operators will conduct all inspections 

and maintenance based on self-imposed guidelines that will provide or exceed an equivalent level of 

safety pursuant to Section 333 for this type of sUAS, its intended use and the operating environments. 

14 C.F.R. 43.11: Records for Inspections

14 C.F.R. 43.11 provides that maintenance record entries be maintained, that the inspector list 

discrepancies and to affix placards to the aircraft. The MAP-M4 sUAS does not have room for said placards 

to be placed in or on it and no inspections for UAS have been certified by the FAA to date. Drone2GIS Inc. 

is willing to maintain repair and maintenance records for its MAP-M4 sUAS should that be a condition of 

the requested exemption. 

14 C.F.R. 45.21: General

14 C.F.R. 45.21 provides that except as provided in 14 C.F.R. 45.22, no person may operate a U.S. 

registered aircraft unless that aircraft displays nationality and registration marks in accordance with this 

section and sections 45.23 through 45.33. Drone2GIS Inc. respectfully requests an exemption to this 

requirement on the basis that the sUAS is too small for such markings that would make the markings 

visible while in operation. 

14 C.F.R. 45.29: Size of Marks

14 C.F.R. 45.29 requires that the registration marks for rotorcraft must be at least 12 inches high. The 

sUAS due to its size and shape does not have any surface area large enough to display marks of this size. 

As a condition to the grant of exemption, Drone2GIS Inc. is willing to place an aircraft mark on one or 

more of the motor booms being used. The size of the markings will be determined by the size of the motor 

booms which may be less than 1 inch in diameter. 
APPENDIX B

SMALL UNMANNED AERIAL SYSTEM DESCRIPTION

MAP-M4

MAP-M4 Systems Overview:

The MAP-M4 system can carry payloads up to 2.2 lbs. The MAP-M4 system flies with a maximum wind 

threshold of 22 M.P.H. for sustained winds and wind gusts up to 30 M.P.H. The MAP-M4 system utilizes 

11 sensors on board the UAS including 3 gyros, 3 magnetometers, 3 accelerometers, a barometric 

pressure sensor and GPS module for stability, positioning, and safety. These sensors allow for the removal 

of human control of the platform stability by automatically leveling the platform and adjusting the variable 

propeller thrust outputs for movement with a limited angle of 40 degrees. This results in the operator 

only needing to focus on steering the platform and adjusting its altitude when in a flight mode that 

requires operator input. The MAP-M4 system is primarily flown in GPS enabled modes during which the 

UAS will maintain its position when no operator instructions are given for movement, and alternatively, 

in the MAP-M4 Automatic mission program, the UAS will perform a pre-programmed waypoint flight 

based on GPS coordinates (X,Y,Z) planned in the flight planning software. The result of flying the MAP-M4 

in GPS enabled modes is the ease of use and limitation of human error. Should the GPS conditions degrade 

while in GPS enabled environments, the MAP-M4 system will automatically revert to a dead reckoning to 

return to the launch site, or, if desired, switch over to Altitude Hold at which point the operator is notified 

of this change via the real time telemetry data link and the operator is instructed to land the vehicle. In 

Altitude Hold mode, altitude is maintained through the use of the barometer however position is now 

subject to operator input. 

The MAP-M4 System has an operational range of 2 miles however is designed to be flown within direct 

visual site of the operator at all times. Most operations take place within 550 yards of the operator at 

which distance the orientation and altitude of the UAS can easily be identified. 

All flight operations take place as a result of direct input of the pilot in control. Flight adjustments are 

made based on a two joystick control system which allows for very precise movements and makes it very 

easy to navigate in either Manual or GPS Position Hold. 

Description of Flight Modes:

Altitude Hold: In this flight mode, the UAS uses all its sensors other than GPS to maintain the platforms 

stability and altitude. The UAS is not capable of maintaining its horizontal position and there-for the 

operator is responsible for doing so. This mode is primarily used for operations within GPS denied 

environments or in the event of GPS signal degradation resulting in poor position maintenance. 
GPS Position Hold: In this flight mode, the UAS utilizes all its sensors to maintain stability, altitude and 

position. When the operator releases control of the UAS by releasing the control sticks, the platform will 

immediately maintain its position. This flight mode is the primary flight mode as the MAP-M4 unit is 

designed to be used in GPS enabled environments. In GPS Position Hold mode, the operator can make 

precise changes to the platform without having to compensate for external forces such as wind. 

Automatic Waypoint Program: In this flight mode, the UAS performs an automatic mission which was 

designed prior to the flight based on GPS positions. Once the flight plan is uploaded to the MAP-M4, the 

operator can engage the mission through the use of a dedicated switch on the controls. At any point 

during the automatic mission, the operator can change the platforms current heading and position. 

Additionally, the operator can abort the mission at any point during the mission. This flight mode is the 

most commonly used flight mode on the MAP-M4 as the system is designed for high resolution aerial 

mapping. The Automatic Waypoint Programs uploaded to the MAP-M4 may also include “Rally Points” 

which serve as emergency landing locations making the entire operation much safer. 

The three flight modes listed above ensure that the operation of the MAP-M4 is simple and safe and helps 

to eliminate operator error. Various Fail-Safe parameters are enabled on the MAP-M4 which further 

enhance the safety of the UAS operation. In the event of any failure within the system, the operator is 

immediately notified and depending on the failure, for example a low battery, the system will 

automatically either return to the launch location or the closest rally point. 

The MAP-M4 is also capable of being operated within a Geo-fenced location. A maximum distance and 

elevation from the launch location is defined in the global system settings and should the unit breach the 

geo-fence, it will report that it has done so and then return to the launch location. 

A real-time telemetry data link is constantly operational during any MAP-M4 missions and all pertinent 

flight data including battery levels, GPS position, attitude, altitude, heading, remote signal strength as well 

as distance to the operator and the next waypoint are clearly displayed on the MAP-M4 Ground Control 

Station. 

Physical Characteristics:

- Width: 640mm (25.2in)

- Length: 600mm(23.6in)

- Height: 207mm (8.15in)

- Diameter (Motor to Motor): 877mm (34.5in)

Weight and Payload Specifications:

- Weight Without Battery: 2170g (4.78lbs)

- Weight With Battery: 3790g (8.35lbs)

- Maximum Payload Capacity: 1000g (2.2lbs)

- Maximum Take-off Weight: 4790g (10.56lbs)
Flight Characteristics:

- Radio Range: 2 Miles

- Flight Time: 30 Minutes Maximum 

- Recommended Operational Ground Speed4: 17mph

- Maximum Altitude AGL5: 400ft

- Maximum Climb Speed: 6ft/second

- Maximum Sink Speed: 3ft/second

- Landing Accuracy: 3ft Diameter from planned landing location.

Take-off and Landing Style: Vertical Take-off and Landing

Propulsion System

• Engines - The MAP-M4 utilizes 4 electric direct drive brushless DC motors. 

• Power Source - Lithium polymer batteries. Charge level status from the battery on the MAP-M4 

is continually monitored by the flight controller and real time levels are displayed on the control system 

used by the Pilot in Control as well as on the Ground Control Station. Predefined voltage levels indicating; 

Low Battery Warning – The operator is alerted by audible alarms on both the control system as 

well as the Ground Control Station and visual warnings on the Ground Control Station. The operator is 

instructed to land the unit.

Critical Battery Warning – The operator is alerted by audible alarms on both the control system 

as well as the Ground Control Station and visual warnings are displayed on the ground control station. 

The MAP-M4 will automatically go into an emergency landing which takes control of the UAS and flies to 

the closest rally point or directly to the launch location where it will automatically land at a controlled rate 

and turn itself of as soon as it has determined it has landed. During the automatic emergency low battery 

landing, the operator still has control over the system allowing the operator to re-position the platform if 

needed. Batteries are charged using the supplied 12-24V Lithium Polymer Charger and Cell Balancer. 

Maintenance -The MAP-M4 is virtually maintenance free. The only moving parts on the system include 

the 4 propellers and 2 ceramic bearings per motor. Maintenance consists of a physical inspection of the 

system to ensure the propellers are tight and damage free, the batteries are fully charged and all 

communication hardware is performing properly. The above mentioned items are checked prior to each 

flight. 

 

4 This is not the maximum flight speed, only the recommended maximum operational speed for automatic 

missions.

5 Restricted to 400ft within the global settings of the flight controller.
Preflight checklist includes but is not limited to:

• Visual inspection of the airframe including; side arms, landing gear, rotors, motors, canopy

• Visual inspections of rotor integrity

• All payload system connections and components

• Check charge of all batteries (aerial vehicle, control system)

Reliability- The system is designed for maximum reliability and to maintain performance over its life. The 

only components experience routine wear are rotors, batteries, and motors. Battery and motor conditions 

are monitored by the system with deviations reported to the operator.

Contact with other objects during flight may cause other components, particularly rotors, and motor arms, 

to become damaged and may cause a flight system failure. Damaged components are likely to be detected 

during the full visual inspection of the airframe performed before each flight.

The MAP-M4 flight controller detects numerous conditions which may make flying unsafe, such as 

reduced GPS accuracy, magnetic anomalies, low battery charge, control signal strength, IMU deviations, 

and any other sensor anomalies. Should the system check identify a potential problem prior to flight, the 

operator is immediately notified and the system blocks any instruction to arm and fly the platform until 

the issue has been addressed and cleared. The MAP-M4 has the following Fail-Safe options for inflight 

emergency actions:

Loss of GPS: The MAP-M4 will firstly alert the operator both visually and audibly via Ground Control 

Station then either a) switch to Altitude Hold Flight Mode or b) if instructed to return launch, will do so 

using dead reckoning during. During the return to launch operation, the operator still has the ability to 

control the position and orientation of the UAS.

Low Battery: The MAP-M4 will firstly alert the operator both visually and audibly via the Control Unit as 

well as the Ground Control Station, then will initiate a Return to Launch sequence in which it will fly back 

to the launch location at a pre-defined altitude and perform an automatic landing and turn off the motors 

once on the ground. If a Rally Point is closer than the launch location, the Return to Launch destination 

will change to the closest Rally Point. Multiple rally points can be programmed into the MAP-M4 nonvolatile flash memory to ensure that the UAS is capable of landing safely prior to a critical battery situation. 

Loss of Communications: The MAP-M4 will automatically return to the Launch location or the closest rally 

point where it will perform an automatic landing and turn off the motors once on the ground. 

Command and Control Systems

The MAP-M4 Control unit allows the operator simultaneous control over UAS and payloads. The joystick 

controls allow for manual navigation, changing flight modes, engaging Return to Launch Commands and 

controlling the payload. The Ground Control Station (GCS) displays all flight critical as well as non-flight 

critical data on screen including sensor status, GPS condition, attitude, altitude, speed, distance to launch 

location, distance to waypoint (when in Automatic Waypoint Flight Mode), direction to Launch location 
and more. The GCS also provides verbal status updates on flight time, battery voltage, altitude and a 

variety of other status messages. The real-time telemetry data is transmitted at least once per second. 

Displayed on GCS:

• UAS Barometric Altitude

• UAS Bearing

• UAS Heading

• UAS Ground Speed

• UAS Climb Rate

• Flight Time

• Data Link

• UAS Position

• GPS Satellite number of Satellites

• GPS Satellite HDOP

• UAS Battery Level (Percentage as well as voltage)

• UAS Altitude

• Flight Time

• Local Time

• UAS Failsafe Action

• UAS Status

Onboard Flight Instruments- The MAP-M4 is equipped with an Inertial Navigation System consisting of:

- 2 x 3 Axis Gyroscopes

- 2 x 3 Axis Accelerometers

- 2 x 3 Axis Magnetometers

- 1 x GPS Receiver 

- 1 x Barometer
On-board computer systems -The MAP-M4 is equipped with an on-board computer utilizing a 32bit 

processor. The on-board computer is also equipped with data-flash logging which records all sensor data 

during each and every flight. This on-board computer monitors all sensor data and will only allow take-off 

if all sensor data passes the pre-flight safety checks based on sensor health. In addition, the on-board 

computer constantly checks the various sensors while in flight and will switch to the redundant sensors in 

the event that one is not healthy. 

Onboard guidance and navigation equipment- The MAP-M4 can operate semi autonomously (Altitude 

Hold Mode, GPS Position Hold Mode) or automatically (Automatic Waypoint Flight Mode). Before the unit 

can take-off, the On-board computer will do a complete system check to ensure that all sensor data is

within acceptable ranges. Should the system identify that there is a potential error, the operator will be 

notified via the GCS and the on-board computer will prevent the operator from engaging the motors to 

take-off. Should the system check clear, the operator must initiate an arming sequence to engage the 

motors and then complete a take-of sequence. 

Frequency Allocations –

915 MHz Used for the Real-Time Telemetry Downlink to the Ground Control Station (Bi-directional)

2.4 GHz Used for the Control Unit (Bi-directional)

Takeoff and Landing- The MAP-M4 is a Vertical Take-off and Landing (VTOL) UAV which has the ability to 

take-off and land both manually as well as automatically. A manual take-off involves the operator 

instructing the platform to increase its thrust and thus altitude until a safe altitude has been reached 

(typically 15ft). An automatic take-off is performed when the operator engages the automatic flight mode 

switch when an automatic mission containing a take-off command (with pre-defined altitude) is loaded 

to the on-board computer once the motors are armed. The MAP-M4 will then automatically climb to the 

pre-defined altitude and then begin its mission. During both take-off methods, the operator has the ability 

to alter the horizontal position of the UAV. Landing can also be done both automatically and manually. 

Performing a manual landing involves the operator reducing the throttle input (limited to a maximum 

descent rate of 1.5 meters per second) until the desired rate of descent has been achieved (viewable on 

the GCS). The operator must then slow the rate of descent down prior to making contact with the ground 

to prevent damage to the landing gear of the platform. During a manual landing, the operator can control 

both the rate of climb/descent as well as the horizontal position of the MAP-M4. Automatic landings are 

executed when part of an Automatic Waypoint Mission. The MAP-M4 will automatically fly over to the 

landing location (either Launch Position or Rally Point), then reduce altitude at a pre-defined rate of 1.5 

meters per second until it has reached 5 meters (~15ft) above the launch height. At this stage, the MAPM4 will wait for 5 seconds then proceed to reduce its altitude at a rate of 30cm per second until the onboard computer determines that no altitude has changed for over 5 seconds, at which point the MAP-M4 

will disarm and turn off its motors. 
Navigation System - Operation of the helicopter for navigational purposes is done by the pilot keeping 

the multirotor in direct line of sight at all times. Autonomous flight (grid pattern and points of interest) 

are available if a flight route has been uploaded to the UAS prior to takeoff. Autonomous flight can only 

be executed once the autopilot has cleared all pre-flight checks and the pilot physically engages the 

automatic waypoint mission. Depending on whether the automatic flight path includes return to launch 

and landing commands, the unit will either land itself or the operator must take control to perform a 

landing. Any failsafe engaging events will result in notification to the operator and/or the MAP-M4 unit 

performing the automatic failsafe protocols. 

Redundant Systems -The UAS combines the input from a multitude of sensors including duplicates of 

sensors such as the magnetometer and IMU. Even though the data from all sensors is required for optimal 

system performance, dependent on the sensor, a single sensor malfunction is likely to result in the 

autopilot switching to the redundant sensor , otherwise the result will be degraded performance rather 

than leading to a fatal response.

Emergency Procedures and System Failures

Sensor Failure- Failure of onboard flight instruments/sensors may result in degraded UAS flight 

performance should redundant sensors be compromised, otherwise the on-board computer will switch 

from one pair of sensors to the other to maintain optimal flying conditions. Should a critical failure of both 

redundant sensors occur, a fatal system error will occur. If the UAS becomes unstable due to sensor 

failure, this may result in loss of performance or features but still allow for stable Pilot in Command flight, 

an automated landing or in extreme cases a fatal response.

Motor Failure- This will cause a fatal response in the UAS flight performance if one or more motors fails.

Airframe Failure- Depending on the nature and severity, this may result in decreased flight performance 

or a fatal response.

Navigation System Failure- In a navigation system failure, degraded GPS will result in a response warning 

to the pilot where-by the system would be flown in manual mode. This will result in degraded GPS position 

performance, manual Pilot in Command flight will not be effected.

Power Failure -A complete battery failure which results in power loss to the UAS will result in a fatal 

response.

Low Battery Condition - Operator will be alerted of a low battery condition and will land the UAS as soon 

as able unless the on-board computer assumes control when the voltage has reached the low voltage 

threshold in which case the unit will perform an automatic landing. 

Critical Battery Condition - Operator will be alerted of a Critical low battery condition and will land the 

UAS as soon as able, the UAS will begin to descend at a controlled rate automatically.
Line of Sight Loss -All flight operations will be conducted with the UAS within visual sight of the pilot. If 

the pilot's view becomes obstructed and line of sight is lost, the pilot may instruct the UAS to hover in 

place until line of sight is re-established, to return to the takeoff position, or to land at the current position.

Altitude Failsafe – The MAP-M4 has a 121m (397 ft) altitude geo-fence enabled by default. If the altitude 

geo-fence is breached, the MAP-M4 will report this to the operator and initiate an automatic Return to 

Launch.

Security

The system and communication links are encrypted by the manufacturer's proprietary software.

Appendix C: MAP-M4 Manual
MAP-M4

USER MANUAL

Version 1.0
Contents:

MAP-M4 Description: Page 3

MAP-M4 Specifications: Page 3

MAP-M4 Assembly: Page 5

Unfolding Page 5

Attaching Landing Gear Page 8

Attaching Battery Trays Page 11

Attaching Propellers Page 12

Mounting Batteries Page 14

Flight Controller Description: Page 15

Flight Controller LED Indicators: Page 16

Flight Controller Safety Switch: Page 16

Software Installation and Overview: Page 17

Powering the MAP-M4: Page 22

Battery Voltages and Relative Status: Page 22

Compass Calibration: Page 22

Flight Modes: Page 22

The Remote Control: Page 27

Taking Off: Page 33

Landing: Page 33

Pre-Flight Check List: Page 34

Fail-Safe Functions: Page 36

Maintenance: Page 37

Support: Page 39

Radio Controller Manual: Appendix 1
MAP-M4 Description:

MAP-M4 Systems Overview:

The MAP-M4 system can carry payloads up to 2.2 lbs. The MAP-M4 system flies with a maximum wind 

threshold of 22 M.P.H. for sustained winds and wind gusts up to 30 M.P.H. The MAP-M4 system utilizes 

11 sensors on board the UAS including 3 gyros, 3 magnetometers, 3 accelerometers, a barometric 

pressure sensor and GPS module for stability, positioning, and safety. These sensors allow for the removal 

of human control of the platform stability by automatically leveling the platform and adjusting the variable 

propeller thrust outputs for movement with a limited angle of 40 degrees. This results in the operator 

only needing to focus on steering the platform and adjusting its altitude when in a flight mode that 

requires operator input. The MAP-M4 system is primarily flown in GPS enabled modes during which the 

UAS will maintain its position when no operator instructions are given for movement, and alternatively, 

in the MAP-M4 Automatic mission program, the UAS will perform a pre-programmed waypoint flight 

based on GPS coordinates (X,Y,Z) planned in the flight planning software. The result of flying the MAP-M4 

in GPS enabled modes is the ease of use and limitation of human error. Should the GPS conditions degrade 

while in GPS enabled environments, the MAP-M4 system will automatically revert to a dead reckoning to 

return to the launch site, or, if desired, switch over to Altitude Hold at which point the operator is notified 

of this change via the real time telemetry data link and the operator is instructed to land the vehicle. In 

Altitude Hold mode, altitude is maintained through the use of the barometer however position is now 

subject to operator input. 

The MAP-M4 System has an operational range of 2 miles however is designed to be flown within direct 

visual site of the operator at all times. Most operations take place within 550 yards of the operator at 

which distance the orientation and altitude of the UAS can easily be identified. 

All flight operations take place as a result of direct input of the pilot in control. Flight adjustments are 

made based on a two joystick control system which allows for very precise movements and makes it very 

easy to navigate in either Manual or GPS Position Hold. 

MAP-M4 Specifications:

Physical Characteristics:

- Width: 640mm (25.2in)

- Length: 600mm(23.6in)

- Height: 207mm (8.15in)

- Diameter (Motor to Motor): 877mm (34.5in)

Weight and Payload Specifications:

- Weight Without Battery: 2170g (4.78lbs)
- Weight With Battery: 3790g (8.35lbs)

- Maximum Payload Capacity: 1000g (2.2lbs)

- Maximum Take-off Weight: 4790g (10.56lbs)

Flight Characteristics:

- Radio Range: 2 Miles

- Flight Time: 30 Minutes Maximum 

- Maximum Recommended Operational Speed6: 17mph

- Maximum Altitude AGL: 400ft

- Maximum Climb Speed: 6ft/second

- Maximum Sink Speed: 3ft/second

- Landing Accuracy: 3ft Diameter from planned landing location.

Take-off and Landing Style: Vertical Take-off and Landing

Propulsion System

• Engines - The MAP-M4 utilizes 4 electric direct drive brushless DC motors. 

• Power Source - Lithium polymer batteries. Charge level status from the battery on the MAP-M4 

is continually monitored by the flight controller and real time levels are displayed on the control system 

used by the Pilot in Control as well as on the Ground Control Station. Predefined voltage levels indicating; 

 

6 This is not the maximum flight speed, only the recommended maximum operational speed for automatic 

missions.
MAP-M4 Assembly:

Un-Folding:

Front Booms:

To un-fold the system, firstly pull the front booms away from the rear and push them into their 

respective clips.
 

Ensure that the front booms are properly secured in the front boom clips.

Rear Booms:

Rotate the clips which held the front booms in their folded position so they are parallel to the carbon plate 

and are facing back.

Pull the rear booms out of their folded position and press into the un-folded locking position
Ensure that the rear booms are secure within their clips. 

Attaching Landing Gear:

Turn the MAP-M4 over taking care not to damage the GPS antenna mast:
Slide the landing gear over the aluminum landing stand mounts such that the carbon fiber rods are on 

the outer side:

Slide the landing gear locks over the carbon fiber rod and on to the aluminum landing stand mounts:
Screw the landing gear locking screw in the hole circled above until it is fully inside the aluminum. Take 

care not to go too deep as it will press against the carbon rod.

Slide the rubber O-ring over the carbon fiber tube and around the screw:

Repeat these steps for all 3 legs. 

Attaching Battery Trays:

Open the boom clamps and them between the front and rear booms such that they sit properly on the 

booms then slide the screw through the bottom part of the clamp and secure using the supplied 

butterfly nut:

Repeat this process for both trays ensuring that the battery trays are parallel to the side of the MAP-M4 

and to each other. 
Attaching Propellers:

The MAP-M4 utilizes self-tightening propeller mounts for added safety. For this reason, it is of particular 

importance that the correct directions are used to tighten (and loosen) the propeller nuts. 

Propeller/Orientation:

Front Right and Rear Left Motors rotate counter clockwise. Place the counter clockwise rotating 

propellers on these motors such that the top is facing up and the leading edge is facing such that when 
the motor spins counter clockwise that the thicker edge is leading. Place the washer on top of the 

propeller and then secure with the supplied nut. Tighten the nut by turning clockwise.

Front Left and Rear Right Motors rotate clockwise. Place the clockwise rotating propellers on these 

motors such that the top is facing up and the leading edge is facing such that when the motor spins 

clockwise, the thicker edge is leading. Place the washer on top of the propeller and then secure with the 

supplied nut. Tighten the nut by turning counterclockwise.

Identifying Propeller Direction:

Left Two Propellers rotate CLOCKWISE and are for the FRONT LEFT and REAR RIGHT Motors

Right Two Propellers rotate COUNTER CLOCKWISE and are for the FRONT RIGHT AND REAR LEFT 

Motors
Ensure to tighten the propeller nuts securely then hold the motor and attempt to turn the propeller by 

hand. You should not be able to rotate the propeller independently of the motor. 

Mounting Batteries:

To mount the batteries, slide them so that the leads are towards the rear into the Velcro strap and seat 

them on the battery tray, then pull the strap tight and secure. The battery should not wiggle when 

mounted properly. 
MAP-M4 Flight Controller Description:

Pixhawk is an advanced autopilot system designed by the PX4 open-hardware project and manufactured 

by 3D Robotics. It features advanced processor and sensor technology from ST Microelectronics® and a 

NuttX real-time operating system, delivering incredible performance, flexibility, and reliability for 

controlling any autonomous vehicle.

The benefits of the Pixhawk system include integrated multithreading, a Unix/Linux-like programming 

environment, completely new autopilot functions such as Lua scripting of missions and flight behavior, 

and a custom PX4 driver layer ensuring tight timing across all processes. These advanced capabilities 

ensure that there are no limitations to your autonomous vehicle. Pixhawk allows existing APM and PX4 

operators to seamlessly transition to this system and lowers the barriers to entry for new users to 

participate in the exciting world of autonomous vehicles.

The flagship Pixhawk module will be accompanied by new peripheral options, including a digital airspeed 

sensor, support for an external multi-color LED indicator and an external magnetometer. All peripherals 

are automatically detected and configured.

Features:

 Advanced 32 bit ARM Cortex® M4 Processor running NuttX RTOS

 14 PWM/servo outputs (8 with failsafe and manual override, 6 auxiliary, high-power compatible)

 Abundant connectivity options for additional peripherals (UART, I2C, CAN)

 Integrated backup system for in-flight recovery and manual override with dedicated processor and 

stand-alone power supply

 Backup system integrates mixing, providing consistent autopilot and manual override mixing 

modes

 Redundant power supply inputs and automatic failover

 External safety button for easy motor activation

 Multicolor LED indicator

 High-power, multi-tone piezo audio indicator

 microSD card for long-time high-rate logging

Additional Sensors included with the MAP-M4:

1) GPS with integrated Compass:

A GPS module provides in-flight positioning data for full autonomy. The GPS module with integrated 

compass provides the platform with stand-alone GPS positioning accuracy of 3-5 meters however this 

does not imply that the platform itself will vary by this amount as a specialized Kalman filter has been 

composed to correct for GPS drift using the Pixhawk accelerometers. The GPS with integrated compass 

allows for the MAP-M4 to maintain position in all 3 cardinal axis with the assistance of a barometer for 

altitude maintenance. In addition to the ability to hover in place, the GPS module with Compass allows for 

the execution of pre-planned missions based off of GPS coordinates as well as the Return to Launch 

flight mode which relies on GPS to guide the MAP-M4 back to the point of first GPS fix which should 

always be the take-off location. 
2) Telemetry Radios: 

The MAP-M4 is also equipped with a pair of transceivers which allow for the transmission of real time 

flight data down to a base station which can either be a portable laptop, cellphone or tablet. These radios 

operate at 915Mhz and can be setup to have unique network IDs so that no interference can occur when 

more than one platform with this type of transceiver is flying in the same location. 

Flight Controller LED Indicators:

The PixHawk flight controller on the MAP-M4 includes an LED indicator to visually state the status of the 

platform. 

LEDs and their meanings:

1) Flashing Red and Blue: Initializing Gyroscopes

2) Double Flash Yellow: Failing Pre-Arm Checks

3) Flashing Blue: Disarmed, no GPS lock found

4) Flashing Green: Disarmed, GPS lock acquired (with quick double beep tone at time of 

disarming)

5) Solid Green: Armed, GPS lock acquired (with single long tone at time of arming)

6) Solid Blue: Armed with no GPS lock

7) Flashing Yellow: Radio failsafe activated

8) Flashing Yellow with quick beeping tone: Battery failsafe activated

9) Flashing blue and yellow with high-high-high-low tone sequence (dah-dah-dah-doh): GPS 

glitch or GPS failsafe activated

Flight Controller Safety Switch:

The MAP-M4 system is equipped with a safety switch which prevents accidental arming of the motors. 

The safety switch prevents signals from the flight controller from reaching the speed controllers/motors 

thus eliminating the risk that the unit can become live through remote commands. An LED is included 

inside the switch itself showing what the current status of the switch is:

Quick, Constant Blinking: Performing System Check. Please Wait.

Intermittent Blinking: System ready. Press safety switch to enable outputs to the motors (prerequisite 

for arming on MAP-M4).

Solid: Outputs to motors enabled (MAP-M4 can now be armed).
Software Installation and Overview:

The MAP-M4 utilizes one of the most comprehensive and advanced open source flight controller software 

packages available. Mission Planner is utilized to configure the MAP-M4 as well as to design and execute 

automatic missions. When used in combination with the MAP-M4 Telemetry link, all flight data can be 

remotely monitored and recorded. 

Download the most recent Mission Planner installer file at http://copter.ardupilot.com. 

Go to the Mission Planner download page and click on the “Mission Planner – MSI – Permanent link to 

latest” and then on the next page push the Download button. 

Run the installation utility

Open the Microsoft installer file (.msi) and select Run to run the installation utility.
Follow the instructions to complete the setup process. The installation utility will automatically install any 

necessary software drivers. If you receive a DirectX installation error, please update your DirectX plug-in 

from the DirectX Download Center.

If you receive the warning pictured here, select Install this driver software anyway to continue.

Mission Planner is normally installed in the C:\Program Files (x86)\APM Planner folder or the C:\Program 

Files\APM Planner folder. That is where your log files folder is located. An icon to open the Mission 

Planner is created according to your instructions during the installation.
Once installation is complete, open Mission Planner by clicking on the Icon. Mission Planner 

automatically notifies you about available updates. Please always run the most current version of Mission 

Planner.

The “Heads Up” Display:

1) Air speed ( Ground Speed if no airspeed sensor is fitted)

2) Crosstrack error and turn rate (T)

3) Heading Direction

4) Bank Angle

5) Wireless Telemetry Connection (% bad packets)

6) GPS Time

7) Altitude ( Blue Bar is Climb Rate)
8) Air Speed

9) Ground Speed

10) Battery Status

11) Artificial Horizon

The above is the main Ground Station view of the Mission Planner, showing the Heads-up Display (HUD). 

A few tips:

◾The map will only show current position when you have GPS lock or are using a flight simulator

◾Remember how artificial horizons work: when the aircraft tilts to the right, the horizon tilts to the left. 

◾For APM:Copter status, the output meaning is as follows: ◾“WPDist” : Distance to next waypoint in 

meters

◾“Bearing ERR”: How far your UAV is from the perfect line to the next waypoint

◾“Alt ERR”: How far your UAV is from the target altitude

◾“WP”: Next waypoint to hit

◾“Mode”: Current autopilot mode.

◾You can issue mode changes and other action commands in the air with the Mission Planner and other 

GCSs, but note that you must be under autopilot control for them to take effect.

◾If you double-click the HUD it will pop out, allowing you to run the hud full screen on a second screen.

◾If you double-click on the Speed Gauge you can modify the max scale you want to display.
◾You can change the voice used in the speech synthesis in the Ease of Access center in Windows 

Control Panel. Go to the “Text to Speech” options.

◾If you enable the Tuning checkbox and double-click tuning you can graph any data that is available in 

the status tab. This means you can have alt, attitude, or many other options in real time.

◾You can use custom imagery instead of Google Maps. Press control-F. This allows you to upload your 

own orthophotos. Use will require Globalmapper, as this is currently one of the key steps in exporting in 

the required format for use in the planner.

Powering the MAP-M4:

IMPORTANT: Before every flight, ensure that all batteries are fully charged and balanced. The 

MAP-M4 system utilizes 2 6 cell LiPo Batteries in parallel for increased available power and 

redundancy. 

Plug in ONE battery to the MAP-M4. As soon as a connection is made, the MAP-M4 will begin to beep 

and the Status LED will begin to flash. ENSURE NOT TO MOVE THE UNIT DURING THIS TIME UNTIL 

THE RED AND BLUE FLASHING LED SEQUENCE HAS BEEN COMPLETED. During the red and blue 

flashing LED sequence, the MAP-M4 is calibrating the Gyroscopes. Any movement of the platform during 

this time will result in a poor calibration. If movement during this period is experienced, unplug and then 

reconnect the battery. 

Once the red and blue LED sequence is complete, plug the remaining battery in. 

Battery Voltages and Relative Status:

FULL: 25.2 V - Voltages between 25 and 25.2 can be expected after charging

NOMINAL: 22.2 V - Flight time at a particular voltage will be longest at this voltage

LOW: 21.4 V - Be prepared to land or Return to Launch will automatically be activated

CRITICAL: 21.0 V - If battery failsafe is deactivated, the operator must perform an emergency 

landing immediately.

Compass Calibration:

This calibration MUST be performed when the location being flown at is new and has a different magnetic 

declination than the previous location. Failure to calibrate the compass will result in unexpected flight 

behavior which may result in a crash.

To perform the basic compass calibration please open Mission Planner and follow the instructions below:

◾Under Initial Setup > Mandatory Hardware select Compass. Select the correct orientation for your 

setup.

◾Ensure the Enable and AutoDec check boxes are checked

◾Click the “Live Calibration” button

◾Next select the option Pixhawk/PX4 with the image of the Pixhawk. 
◾A window should pop-up informing you that you are about to begin the compass calibration along with 

instructions. Follow these instructions until Mission Planner reports that the compass calibration has been 

completed successfully.

◾Upon completion, another window will pop up showing you the new offsets that it calculated.

◾Note, for PX4 and Pixhawk values may be greater than 150 and less than -150. Press “OK”.

MAP-M4 Flight Modes:

GPS Dependent Flight Modes:

Flight modes that use GPS-positioning data require an active GPS lock prior to takeoff. To see if your 

autopilot has acquired GPS lock, connect to a ground station or consult your autopilot’s hardware 

overview page to see the LED indication for GPS lock. Below is a summary of GPS dependent flight 

modes setup for MAP-M4. 

1) Loiter

When in Loiter Mode, the MAP-M4 maintains a consistent location, heading and altitude. A good GPS 

position is indicated by a low HDOP value (<2.0) and more than 6 satellites as well as low magnetic 

interference.

The pilot can control the MAP-M4 location horizontally and vertically with the control sticks.

◾Horizontal location can be adjusted with the Roll and Pitch control sticks with the default maximum 

horizontal speed being 5m/s (Adjustable in Mission Planner -> Config/Tuning -> Extended Tuning). When 

the pilot releases the sticks the copter will slow to a stop.

◾Altitude can be controlled with the Throttle control stick just as in AltHold mode

◾The heading can be set with the Yaw control stick
With the current firmware version on the MAP-M4 (FW 3.1.5) you may arm in Loiter mode but only once 

the GPS has 3D lock and the HDOP has dropped to 2.0 or lower.

A GPS fix is indicated on the MAP-M4 by a constant flashing Green LED on the flight controller and in 

the Heads Up Display.

The HDOP value can be made clearly visible through the mission planner’s Quick screen by double 

clicking and then selecting “gpshdop” from the large grid of checkboxes.

2) Return to Launch:

When RTL mode is selected, the MAP-M4 will return to the home location. The copter will first rise to 

RTL_ALT before returning home or maintain the current altitude if the current altitude is higher than 

RTL_ALT. The default value for RTL_ALT is 30m.
RTL is a GPS-dependent move, so it is essential that GPS lock is acquired before attempting to use this 

mode. 

RTL will command the MAP-M4 to return to the home position, meaning that it will return to the location 

where it was armed. Therefore, the home position is always supposed to be your platforms actual GPS 

takeoff location, unobstructed and away from people. For the MAP-M4 if you get GPS lock and then 

ARM, the home position is the location the MAP-M4 was in when it was armed. This means if you execute 

an RTL in MAP-M4 will return to the location where it was armed.

Warning: In RTL mode the flight controller uses a barometer which measures air pressure as the primary 

means for determining altitude (“Pressure Altitude”) and if the air pressure is changing in your flight area, 

the copter will follow the air pressure change rather than actual altitude.

Options:

These options can be configured in Mission Planner:

RTL_ALT: The minimum altitude the copter will move to before returning to launch. 

◾Set to zero to return at the current altitude.

◾The return altitude can be set from 1 to 8000 centimeters.

◾The default return altitude Default is 35 meters (3500)

◾RTL_ALT_FINAL: The altitude the copter will move to at the final stage of “Returning to Launch” or after 

completing a Mission. 

◾Set to -1 to automatically land the copter. 

◾The final return altitude may be adjusted from 0 to 1000 centimeters.

◾RTL_LOIT_TIME: Time in milliseconds to loiter above the “Home” position before beginning final 

descent. ◾The “Loiter” time may be adjusted from 0 to 60,000 milliseconds.

◾WP_YAW_BEHAVIOR: Sets how the autopilot controls the “Yaw” during Missions and RTL. 

◾0 = Never change Yaw. (Default)

◾1 = Face Next Waypoint including facing home during RTL.

◾2 = Face Next Waypoint except for RTL (i.e. during RTL vehicle will remain pointed at it’s last heading)
◾LAND_SPEED: The descent speed for the final stage of landing in centimeters per second. ◾The 

landing speed is adjustable from 20 to 200 centimeters per second and is set to 30 centimeters per 

second by default.

3) Auto (Waypoint Mode)

In Auto mode the MAP-M4 will follow a pre-programmed mission script stored in the autopilot which is 

made up of navigation commands (i.e. waypoints) and “do” commands (i.e. commands that do not affect 

the location of the copter including triggering a camera shutter). 

AUTO mode incorporates the altitude control from AltHold mode and position control from Loiter mode 

and should not be attempted before these modes are flying well. All the same requirements apply 

including ensuring that vibration levels and compass interference levels are acceptable and that the GPS 

is functioning well including returning an HDOP of under 2.0.

If starting the mission while the copter is on the ground the pilot should ensure the throttle is down, then 

switch to the Auto flight mode, then raise the throttle. The moment that the throttle is raised above zero, 

the copter will begin the mission.

If starting the mission from the air the mission will begin from the first command the moment that the flight 

mode switch is moved to Auto. If the first command in the mission is a take-off command but the vehicle 

is already above the take-off command’s altitude the take-off command will be considered completed and 

the vehicle will move onto the next waypoint.

At any time the pilot can retake control from the autopilot by returning the flight mode switch to another 

flight mode. If the pilot then switches to AUTO again, the mission will continue from the last completed 

waypoint position/command.

During the mission the pilot’s roll, pitch, yaw and throttle inputs still active.This allows the pilot to for 

example aim the nose of the copter (which might have a hard mounted camera on it) as the copter flies 

the mission or to move the MAP-M4 quickly if an obstacle is detected. The autopilot will re-take control as 

soon as there is no input from the operator.
Missions can be entered and amended through the Mission Planner’s Flight Plan screen. 

Missions should normally have an RTL as their final command to ensure the copter will return after the 

mission completes. Alternatively the final command could be a LAND with a different location. Without a 

final RTL or LAND command the copter will simply stop at the final waypoint and the pilot will need to 

retake control with the transmitter.

Remember that when using RTL, the copter will return to the “home” position which is the location where 

the copter was armed.

As the copter touches down at the end of the mission the pilot should move the throttle to zero at which 

point the autopilot will disarm the motors if it also believes that it has landed.

Flight Modes not requiring GPS Lock:

The MAP-M4 can be configured with multiple “GPS free” flight modes. Below are two of the 

recommended ones. Please note that Stabilize mode is delivered on all MAP-M4 systems to allow for 

complete pilot control over the entire system:

1) Stabilize:

◾Pilot’s roll and pitch input control the lean angle of the copter. When the pilot releases the roll and pitch 

sticks the vehicle automatically levels itself.

◾Pilot will need to regularly input roll and pitch commands to keep the vehicle in place as it is pushed 

around by the wind.

◾Pilot’s yaw input controls the rate of change of the heading. When the pilot releases the yaw stick the 

vehicle will maintain its current heading.

◾Pilot’s throttle input controls the average motor speed meaning that constant adjustment of the throttle 

is required to maintain altitude. If the pilot puts the throttle completely down the motors will go to their 

minimum rate and if the vehicle is flying it will lose attitude control and tumble.

◾The throttle sent to the motors is automatically adjusted based on the tilt angle of the vehicle (i.e. 

increased as the vehicle tilts over more) to reduce the compensation the pilot must do as the vehicle’s 

attitude changes.

Warning: it is very important to master flying in stabilize before moving on to other flight modes and it is 

highly recommended that the pilot is always able to easily and rapidly switch back to stabilize mode from 

other flight modes in case of unexpected or undesirable flight behavior. .

2) Altitude Hold:

When altitude hold mode (aka AltHold) is selected, the throttle is automatically controlled to maintain the 

current altitude. Roll, Pitch and yaw operate the same as in Stabilize mode meaning that the pilot directly 

controls the roll and pitch lean angles and the heading. The altitude will only be maintained if the throttle 

stick is in the middle position. The difference in throttle control between Stabilize mode and Altitude Hold 

mode is that in Stabilize, the throttle controls the average motor speed where as in Altitude Hold, the 

throttle functions as a rate controller. The amount either above or below the center point on the throttle 

stick translates directly to rate of climb or decent. 

The MAP-M4 allows for arming and disarming in altitude hold mode. When disarming, the copter may 

need to rest in the landing position for a few seconds to allow the internal calibration to indicate that the 

copter has landed before you are able to disarm.
The Remote Control:

Flight Mode Switches:

Upon turning on the remote control, all switches must be facing forward (towards the antenna)

Primary Flight Mode Switch:

Throttle (Up & Down)

Yaw (Left & Right)

Power

(Down = Off, Up = On)

Horizontal Movement

Come Home Flight Mode Switch

Switch
Return to Launch Switch:

Primary Flight Mode Switch Explained:

This is the primary flight mode switch which is a 3 position switch with the following assigned flight modes:
Altitude Hold: With the switch pointing 

towards the antenna, Altitude Hold mode is 

active (Provided that the Return to Launch 

Switch is OFF). In Altitude Hold Mode, the 

operator is responsible for maintaining the 

horizontal position by moving the right joy 

stick. Altitude Hold Mode allows the 

operator to fly as fast as the platform can fly, 

to climb and fall as quickly as the operator 

will allow. While in Altitude Hold, the 

Throttle Stick functions as a rate controller 

rather than a throttle. In other words, any 

movement of the left stick out of the center 

position translates to a rate of climb/decent. 

The speed of that climb or decent is based 

on how far away from the center the stick is. 

With your system, we have set a limit of 2 

meters per second for vertical changes in 

position

Loiter: Loiter (GPS Position Hold) is 

engaged when the primary flight mode 

switch is in the middle position. This mode 

allows the operator to remove his/her fingers 

from the controls while GPS is utilized to 

maintain the current position of the platform. 

PLEASE NOTE: The MAP-M4 unit will not 

maintain altitude unless the Throttle Stick 

(left stick) is in the center position while in 

this mode. While in Loiter Mode, the Throttle 

Stick functions as a rate controller rather 

than a throttle. In other words, any 

movement of the left stick out of the center 

position translates to a rate of climb/decent. 

The speed of that climb or decent is based 

on how far away from the center the stick is. 

With your system, we have set a limit of 2.5 

meters per second for climb and 1.5m/s for 

decent and 5 meters per second for 

horizontal movements while in Loiter Mode.
Auto/Waypoint Mission: When the 

primary flight mode switch is in the third 

position, towards the LCD screen, the 

automatic mission mode is selected. When 

a waypoint mission has been designed and 

uploaded to the MAP-M4 and this mode is 

activated, the MAP-M4 will automatically 

execute the pre-programmed flight. The 

MAP-M4 stores one pre-programmed flight 

at a time and keeps it in non-volatile 

memory, there-fore it is imperative that the 

operator know exactly which mission is 

loaded before engaging this flight mode. 

While in this flight mode, it is important to 

remember to keep the throttle stick in the 

center positon.

About the Auto/Waypoint Mission Mode:

1) Engaging Auto while on the Ground:

a. After the MAP-M4 unit is armed the primary flight mode switch can be set to the 

Auto/Waypoint Mission mode however special care must be taken to ensure that the 

throttle stick is at the lowest position. As soon as the throttle stick is increased the autopilot will execute the waypoint mission. The operator must ensure that there are no objects 

above the unit during this time and that a “Take-off Command” with an appropriate and 

safe altitude is programmed into the current automatic mission. After the MAP-M4 has 

automatically taken off in this mode, the MAP-M4 will climb to the programmed take-off 

altitude. Once the altitude has been reached, the MAP-M4 will begin to move directly to 

the next waypoint. This is done not only by moving laterally, but also vertically if there is a 

difference between the programmed take-off altitude and the altitude of the next waypoint, 

there-for it is very important that no vertical object be higher than the take-off altitude 

between that altitude and the next waypoints altitude. As long as the RTL switch is not 

engaged and the Primary Mode switch remains in Auto, the MAP-M4 will complete the preprogrammed flight. Pre-programmed flights should contain a Return to Launch command 

at the end. When the MAP-M4 unit has completed the mission it will perform a Return to 

Launch (see section on RTL below) and land. The throttle must be set to the lowest position 

when the unit has landed in order for the unit to automatically disarm and shut off the 

motors. 

2) Engaging Auto while in the air:

a. If the operator has already taken off and is flying an automatic mission can be engaged by 

moving the primary flight control switch into the Auto position depending on:

i. The currently loaded flight mission DOES NOT have a take-off command 

ii. The MAP-M4 is higher than the take-off command altitude when the switch is 

engaged. 
3) Switching in and out of Auto while flying:

a. Once the platform is in the air and the waypoint mission has been engaged, the operator 

may switch out of the mission at any time by moving the Primary Mode switch out of the 

Auto Flight Mode position. The operator must be aware of what flight mode is being 

engaged when doing so and the throttle stick MUST be in the center position in order to 

maintain the current altitude. After the MAP-M4 has exited the automatic mission the 

operator must assume control of the unit. Should the operator re-position the platform and 

then re-engage the automatic mission by moving the Primary Mode switch back into the 

Auto Flight Mode position, the MAP-M4 will automatically move directly to the next 

waypoint which follows the last one which was completed. Special care must be taken to 

ensure that there are no obstacles between the current position of the unit prior to reengaging the mission. 

4) Landing in Auto Mission Mode:

a. If the Automatic Mission being executed includes a LAND command, the MAP-M4 will 

perform an automatic landing. As soon as the MAP-M4 makes contact with the ground, the 

operator MUST ensure that the throttle stick is at 0 so that the unit can shut the motors off 

and disarm. The operator need not perform the disarming sequence while in Auto mode 

after landing as the platform will do this automatically.

b. During the landing stage of an automatic mission which contains a LAND command, the 

operator is still able to re-position the MAP-M4 should the need arise. 

Return to Launch Mode Switch Explained:

The MAP-M4 Platform has a dedicated two position switch configured to over-ride the Primary Flight Mode 

switch so that at any point, the operator can engage this flight mode to bring the platform back to the location 

from which the unit was armed and took off. 

 

RTL DISENGAGED RTL ENGAGED

When RTL is engaged, the MAP-M4 will return to launch in the following manner:

1) If the platform is below 35 meters, the MAP-M4 will increase altitude first until it has reached 35 

meters. Once the RTL altitude has been reached, the platform will fly directly to the location where 

the MAP-M4 was armed at the RTL altitude. Once over the launch position, the MAP-M4 will 

decrease its altitude until it is approximately 5 meters above the ground where it will wait for 5 

seconds. If the RTL switch is left active after these 5 seconds, the MAP-M4 will gradually decrease 

altitude at 30cm per second until it has touched down. At this point, the throttle must be at 0 in order 

for the MAP-M4 to turn off the motors and disarm. 
2) If the MAP-M4 platform is above 35 meters and RTL is engaged, the platform will return to over the 

launch position at the current altitude. Once over the launch position, the MAP-M4 will decrease its 

altitude until it is approximately 5 meters above the ground where it will wait for 5 seconds. If the 

RTL switch is left active after these 5 seconds, the MAP-M4 will gradually decrease altitude at 30cm 

per second until it has touched down. At this point, the throttle must be at 0 in order for the MAPM4 to turn off the motors and disarm.

Disengaging RTL:

As RTL overrides the flight mode active on the Primary Flight Mode switch, it is imperative that the operator 

know what flight mode the MAP-M4 will return to when the RTL switch is returned to the OFF position. As 

soon as the RTL switch is put back into the OFF position, the flight mode associated with the position of 

the Primary Flight Mode switch will become active. For example, if while in Auto Flight Mode RTL is enabled 

and allowed to occur and the Primary Flight Mode switch is moved from the Auto Position to Altitude Hold 

and subsequently RTL is disengaged, the MAP-M4 will revert to Altitude Hold and not back to the mode it 

was in prior to RTL being engaged. 

The MAP-M4 is equipped with a 2.4Ghz Radio controller which has a digital LCD display which shows the 

following information while connected:

1) Percentage of Radio Controller Battery Remaining

2) Voltage of MAP-M4 UAV

3) Flight Time (Time since throttle was increased above 5%)

4) Current Flight Mode

5) Throttle Position in Percentage

The most critical piece of information displayed on the remote control is the voltage level of the MAP-M4. 

The operator must at all times pay attention to this voltage to ensure safe operation of the platform. 
Taking off:

Before take-off it is important to ensure that there are no persons or animals within a 4 meter radius around 

the platform. Ensure that all systems are functional and that there are no pre-flight warnings or errors 

displayed on the Heads Up Display in Mission planner and that the LEDs indicate that it is safe to take-off. 

Once all systems are clear, depress the safety switch until it glows red to allow signals to pass to the motors 

from the flight controller. 

Ensure that the platform is in the desired take-off flight mode then move the throttle stick to the bottom right 

for 5 seconds. 

After 5 seconds, the motors will begin to spin at which point increase the throttle until the platform has taken 

off. After that, the operator is in charge of selecting the desired flight mode and maintaining safe operation.

Landing:

To land, either manually bring the platform over the desired landing location or engage RTL to automatically 

return the platform to the location of first GPS fix attained at arming of the platform. Gradually reduce the 

throttle until the platform has landed. If landing in Loiter or Altitude Hold, let the platform rest on the ground 

until the motors have returned to idle speed then move the throttle stick to the bottom left until the motors 

turn off. Once the platform has touched down, no matter what flight mode is currently enabled, it is the 

operators duty to ensure that the throttle is set to 0 in order to turn off and safely disarm the motors. 

IMPORTANT: Ensure that you depress the safety switch for 2 seconds after the motors have been turned 

off to disable any signals being sent to the motors and accidental arming of the platform.
Pre-Flight Check List:

Ground Control Station:

MAP-M4

Flight Controller

Flight Controller Connections
Pre-Flight Operations Check List

MAP-M4

Battery Voltage (Flight Packs) 25.0 – 25.2V
Fail-Safe Functions:

Reliability- The system is designed for maximum reliability and to maintain performance over its life. The 

only components experience routine wear are rotors, batteries, and motors. Battery and motor conditions 

are monitored by the system with deviations reported to the operator.

Contact with other objects during flight may cause other components, particularly rotors, and motor arms, 

to become damaged and may cause a flight system failure. Damaged components are likely to be detected 

during the full visual inspection of the airframe performed before each flight.

The MAP-M4 flight controller detects numerous conditions which may make flying unsafe, such as reduced 

GPS accuracy, magnetic anomalies, low battery charge, control signal strength, IMU deviations, and any 

other sensor anomalies. Should the system check identify a potential problem prior to flight, the operator is 

immediately notified and the system blocks any instruction to arm and fly the platform until the issue has 

been addressed and cleared. The MAP-M4 has the following Fail-Safe options for inflight emergency 

actions:

Loss of GPS: The MAP-M4 will firstly alert the operator both visually and audibly via Ground Control Station 

then either a) switch to Altitude Hold Flight Mode or b) if instructed to return launch, will do so using dead 

reckoning during. During the return to launch operation, the operator still has the ability to control the 

position and orientation of the UAS.

Low Battery: The MAP-M4 will firstly alert the operator both visually and audibly via the Control Unit as 

well as the Ground Control Station, then will initiate a Return to Launch sequence in which it will fly back to 

the launch location at a pre-defined altitude and perform an automatic landing and turn off the motors once 

on the ground. If a Rally Point is closer than the launch location, the Return to Launch destination will 

change to the closest Rally Point. Multiple rally points can be programmed into the MAP-M4 non-volatile 

flash memory to ensure that the UAS is capable of landing safely prior to a critical battery situation. 

Loss of Communications: The MAP-M4 will automatically return to the Launch location or the closest rally 

point where it will perform an automatic landing and turn off the motors once on the ground. 
Maintenance:

Periodic Maintenance Checklist

Description Checked

Airframe

Check that all the screws on the frame, gimbal and motor mounts are still securely fastened.

Check that all the ABS parts are still intact and do not show signs of wear or fatigue, particularly the 

inner mounts.

Check the carbon plates and tubes for wear and damage that would reduce the structural integrity of 

the frame.

Motors

Check that the prop holder is still secure fastened to the motor with all three screws and that the nut 

and tread that secures the prop is still in good condition.

Check that the motor is still securely fastened to the motor mount with all 4 screws.

Check that the motor runs smooth when turned by hand and that there is not any play in the bearings.

Check that the motors are free of dust and any other foreign particles.

Check that the motor windings do not show any damage or bubbling/melting. Also check that the 

motor wires are not damaged.

Electronics

Check that the battery connector is in good condition and that the soldering is still secure. Also make 

sure the wires are not damaged.

Check that the wires between the ESC and the motors are not damaged.

Check that all the different electronic modules are still securely fastened. Check the ESC, Gimbal 

Control Board, Receiver, Flight Controller, GPS/Compass, etc.

Check that all the various plugs that connect all the electronics are still securely plugged in.

Where possible, check that all the solder joints are still in good condition.

Check that all the electronics are free of dust or dirt.

Check sensor readings for abnormalities. (Check in Mission Planner, Compass reading, GPS, 

attitude, etc. See ArduCopter 

Wiki for more information.)

Radio

Check that the control gimbals are free from dust and other particles.

Check that the battery is still in good condition. 

Perform a radio range check. (See radio manual for details)
LiPo Batteries

Check that the battery is not punctured or does not have any other physical damage. The battery 

should also not be swollen at all.

Check that all the cells of the battery are balanced. (Within 0.1V of each other)

Check that the battery connector is in good condition and that the soldering is still secure. Also make 

sure the wires are not damaged.
Support:

For support please consult:

http://copter.ardupilot.com

http://www.diydrones.com

or contact:

Micro Aerial Projects L.L.C. 

info@microaerialprojects.com