## April 8, 2015

Exemption No. 11299 Regulatory Docket No. FAA

−2014

−1008
Mr. Charles Burnham Special Projects Coordinator Sevee & Maher Engineers, Inc. 4 Blanchard Road P.O. Box 85A Cumberland Center, ME 04021
Dear Mr. Burnham: This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends. The Basis for Our Decision By letter dated November 19, 20141

## , you petitioned the Federal Aviation Administration (FAA) on behalf of Sevee & Maher Engineers, Inc. (hereinafter petitioner or operator) for an exemption

. The exemption would allow the petitioner to operate an unmanned aircraft system (UAS) to conduct topographic surveys

. See Appendix A for the petition submitted to the FAA describing the proposed operations and the regulations that the petitioner seeks an exemption

. The FAA has determined that good cause exists for not publishing a summary of the petition in the Federal Register because the requested exemption would not set a precedent, and any delay in acting on this petition would be detrimental to the petitioner

.

1 

### On February 27, 2015, the petitioner responded to the FAA’s Request for Information.

## 2 Airworthiness Certification The UAS proposed by the petitioner is an Atlantic RC Aircraft LC 047

. The petitioner requested relief from 14 CFR part 21, Certification procedures for products and parts, Subpart H

— Airworthiness Certificates. In accordance with the statutory criteria provided in Section 333 of Public Law 112

−95 in reference to 49 U

.S

.C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transportation has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 14 CFR part 21, and any associated noise certification and testing requirements of part 36, is not necessary. The Basis for Our Decision You have requested to use a UAS for aerial data collection. The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. (see Docket No. FAA

−2014

−0507), 11112 to VDOS Global, LLC (see Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public interest. Having reviewed your reasons for requesting an exemption, I find that

—

• They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213; • The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply to the situation you present; and
• A grant ofexemption is in the public interest. Our Decision In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Sevee & Maher Engineers, Inc. is granted an exemption from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to the extent necessary to allow the petitioner to operate a UAS to perform aerial data collection

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

## 3 Conditions and Limitations
In this grant of exemption, Sevee & Maher Engineers, Inc. is hereafter referred to as the operator. Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption. 1. Operations authorized by this grant of exemption are limited to the Atlantic RC Aircraft LC 047when weighing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

. 2. Operations for the purpose of closed

-set motion picture and television filming are not permitted. 3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer. 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL. 5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

-issued airman medical certificate or U.S. driver’s license.
6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times; electronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO.
7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in this grant of exemption, are hereinafter referred to as the operating documents. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and

## 4 limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS

-80) may be contacted if questions arise regarding updates or revisions to the operating documents. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property. 9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition for safe operation. 10. Prior to each flight, the PIC must conduct a pre

-flight inspection and determine the UAS is in a condition for safe flight. The pre

-flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. 11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and lif e limit requirements for the aircraft and aircraft components. 12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

## 5 14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (training, proficiency, and experience

-building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

-building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized. 16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbol as denoted on the current FAA

published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management must be made available to the Administrator or any law enforcement official upon request. 17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre

determined location within the private or controlled

-access property. 19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies. 20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manufacturer if greater. 21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be conducted in accordance with an ATO

-issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct operations that cannot be conducted under the terms of the attached COA

.

## 6 22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N

Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable. 23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 24. The UA must remain clear and give way to all manned aviation operations and activities at all times. 25. The UAS may not be operated by the PIC from any moving device or vehicle. 26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and b. The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard. The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption. 27. All operations shall be conducted over private or controlled

-access property with permission from the property owner/controller or authorized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted. 28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS

-80) within 24 hours. Accidents must be reported to the National Transportation Saf ety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov

.

## 7 If this exemption permits operations for the purpose ofclosed

-set motion picture and television filming and production, the following additional conditions and limitations apply. 29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption. 30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the area of proposed filming. The 3

-day notification may be waived with the concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights; b. Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption; c. Name and phone number of the person responsible for the on

-scene operation of the UAS; d. Make, model, and serial or N

-Number of UAS to be used; e. Name and certificate number of UAS PICs involved in the aerial filming; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made available to the inspector upon request; g. Signature of exemption holder or representative; and h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation. 31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM. Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91.

## 8 This exemption terminates on April 30, 2017, unless sooner superseded or rescinded. Sincerely,

/s/ John Barbagallo Acting Deputy Director, Flight Standards Service

# SME

ENVIRONMENTAL • CIVIL • GEOTECHNICAL • WATER • COMPLIANCE



### November 19, 2014

Docket Operations, M-30 U.S. Department of Transportation (DOT) 1200 New Jersey Avenue, SE. Room W12-140, West Building Ground Floor Washington, DC 20590-0001

DearAdministrator,
Sevee & Maher Engineers, Inc. (SME) is an engineering company located iri Cumberland Center, Maine. We specialize in civil, environmental, geotechnical, water, and compliance. A large portion of ourwork depends on topographic information. Current topographic surveys are performed by small planes using aerial photogrammetry, which is costly and can have lead times up to several months. Using a small-unmanned aircraft system (sUAS) SME would be able to quickly and affordably provide our clients with the topography of their properties. By granting this request, flights consisting of small manned aircrafts would be replaced by sUAS, resulting in less air traffic. It is also worth noting that the sUAS is powered by batteries, and would have minimal impact on the environment compared to the planes currently used for aerial surveys.
The sites that SME wants to map consist of solid waste and industrial landfills, dams, quarries and gravel pits, and other large open areas. Most landfills are in remote areas, and operations pose no threat to public safety. Operations are typically up to 13 minutes and follow a predetermined path to provide the photos necessary for photogeometric analysis. Each operation ends in the proximity ofwhere it began. A constant elevation (approximately 300 feet above ground level) is maintained. One site may require several operations. The sUAS will travel no faster than 10 meters per second (mps) and will never operate out of line of sight. Granting this request will do nothing more than allow SME to do what thousands of hobbyists and manufacturers of model aircraft do every day, and we will abide by much stronger safety measures than currently required for these groups by FAA policies and regulations. In this petition for exemption, we seek to engage in essentially the same type of sUAS operation that the FAA would permit us to currently but for the fact that SME is not a hobbyist or manufacturer of a model aircraft.

Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc

4 Blanchard Road, PO Box 85A, Cumberland Center, Maine 04021 • Phone 207.829.5016 • Fax 207.829.5692 • www.smemaine.com

### Information Supporting this Petition as Specified in 14 C.F.R. §11.81 (a) Name and mailing address and other contact information including our telephone number and e-mail address
Sevee & Maher Engineers, Inc. 4 Blanchard Rd, P.O. Box 85A, Cumberland Center, ME 04021 Telephone: 207.829.5016 Email: ceb@smemaine.com 

### (b) The specific section or sections of 14 CFR from which we are seeking an exemption


# • 14 C.F.R. § 21.191(a) 

# • 14 C.F.R. § 45.23(b) 

# • 14 C.F.R. § 61.113(a) and (b) 

# • 14 C.F.R. § 91.7(a) 

# • 14 C.F.R. § 91.9(b)(2) 

# • 14 C.F.R. § 91.103 

# • 14 C.F.R. § 91.109 

# • 14 C.F.R. § 91.119 

# • 14 C.F.R. § 91.121 

# • 14 C.F.R. § 91.151(a) 

# • 14 C.F.R. § 91.203(a) and (b 

# • 14 C.F.R. § 91.405(a) 

# • 14 C.F.R. § 91.407(a)(1) 

# • 14 C.F.R. § 91.409(a)(2) 

# • 14 C.F.R. §and 91.417(a) and (b) 

### (c) The extent of relief we are seeking, and the reason we are seeking the relief
We seek an exemption from several interrelated provisions of 14 C.F.R. Parts 21, 45 and 91 to the extent necessary to engage in commercial operations of sUAS on our clients' property. We have detailed, below, a set of safeguards that will apply to our sUAS operations as well as a copy of the Aircraft Flight Manual. Our operations will not "create a hazard to users of the national airspace system or the public or pose a threat to national security" and are thus consistent with the congressional mandate in Section 333 ofthe FAA Modernization and Reform Act of 2012, which gives FAA a mechanism to allow certain UAS to operate safely in the national airspace system.

Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc November 19, 2014 Page 2 of 6

### (d) The reasons why granting our request would be in the public interest that is, how it would benefit the public as a whole
As described above, the sUAS will provide timely and affordable topographic survey. The current use of planes to perform aerial surveys has more significant impact on the environment (carbon footprint) and air traffic. (e) The reasons why granting the exemption would not adversely affect safety, or how the exemption would provide a level of safety at least equal to that provided by the rule from which we are seeking the exemption
UnmannedAircraft System The UAS proposed is a proprietary design, conceived and constructed by Atlantic RC Aircraft, and referred to as the LC 047. This aircraft has four rotors and four motors in a quadcopter configuration (X4). Given the size, weight, speed, and limited operating area associated with the aircraft to be utilized, an exemption from 14 CFR part 21, Subpart H (Airworthiness Certificates), subject to certain conditions and limitations, is warranted and meets the requirements for an equivalent level of safety under 14 CFR part 11 and Section 333 of the FAA Modernization and Reform Act of 2012 (PL 112- 95). A UAS operated without an airworthiness certificate in the restricted environment and under the conditions and limitations proposed by the petitioner will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate issued under 14 CFR part 21, Subpart Hand not subject to the proposed conditions and limitations.
The unmanned aircraft (UA) to be operated under this request is less than 55 lbs. fully loaded, flies at a speed of no more than 10 meters per second, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured area. In addition, there are integrated safety features into the design ofthe UAS, as described in the petitioner's Aircraft Flight Manual, to ensure the safety of persons and property within and surrounding the limited operating area. In the event the UAS loses communications or its GPS signal, the UA will have the capability to return to a pre-determined location. It will also have the capability to abort a flight in the event of unpredicted obstacles or emergencies.
Even though its UAS will have no airworthiness certificate, an exemption may be needed from 14 CFR 

## § 45.23 as the UA will have no entrance to the cabin, cockpit, or pilot station on which the word "experimental" can be placed. Given the size of the UA, the petitioner notes that the two-inch lettering will be impossible. The petitioner asserts that an equivalent level of safety will be provided by having the UA marked with the word "experimental" on the fuselage in compliance with 14 CFR 

## § 45.29(f), in a
Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc November 19, 2014 Page 3 of 6

### location where the pilot, observer, and others working with the UA will see the identification.
The maintenance requirements in the pertinent sections of 14 CFR part 91 are only applicable to aircraft with an airworthiness certificate in accordance with part 43. The UAS does not have specific maintenance instructions; therefore, there is a documented preflight and postflight maintenance process for the UAS. Any manufacturers' recommended instructions and procedures will be followed when those procedures exist for certain components of the UAS.


### Pilot In Command (PIC) Since the UA will not carry a pilot or passengers on board, the proposed operations will not adversely affect safety by requiring the PIC operating the aircraft to have no.[ghc1] pilot license. Since there are no standards for either private or commercial UAS pilot certificates, knowledge of airspace regulations and dexterity in the control and operation ofthe UAS acquired from actual operation of the aircraft will be the most important factors in establishing an equivalent level of safety. Furthermore, given the restricted and controlled airspace within which operations will take place, the key factors needed by the PIC are knowledge of the airspace within which the operation will take place and how that airspace fits into the National Airspace System (NAS). It cannot be assumed that a commercial pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safely operate an unmanned aerial vehicle, operating at 400 feet AGL or lower, within strictly controlled pre-approved airspace. Additionally, the aircraft will be operated within a secure environment, which no one will be allowed to enter unless they are part ofthe operation, have been fully briefed of the risks prior to operation of the UAS, and have consented to the risks associated with being in the operating area. Should there be a mishap, the UA being flown pose significantly less of a threat than the helicopters and fixed wing aircraft now being employed because they are a fraction of the size, carry no flammable fuel, and do not carry crew or passengers. This is in stark contrast to conventional aircraft that are flown to the site, carry flammable fuel, carry passengers and crew, and operate in a much larger area. 

### UAS Operating Parameters All flights will be operated within visual line of sight (VLOS) of a pilot and/or observer, and that the UA flights will be limited to a maximum altitude of 400 feet AGL. An operator will ensure that only consenting personnel will be allowed within 100 feet of the UA operation. An equivalent level of safety can be achieved given the size, weight, and speed of the UAS, as well as the location where it is operated. The UAS will be operated within a safe operating perimeter, the boundaries of which will be determined by SME personnel and only participating and consenting personnel will be allowed

Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc November 19, 2014 Page 4 of6

### within this perimeter. Compared to flight operations with aircraft or rotorcraft weighing far more than its maximum 55 lb., and the lack of flammable fuel, any risk associated with the UAS operations is far less than those with conventional aircrafts.
With respect to preflight actions, an exemption from 14 CFR 

## § 91.103 may be needed, because it will not have approved rotorcraft flight manuals. An equivalent level of safety will be achieved by the PIC and one additional operator taking all preflight actions as set forth in their Aircraft Flight Manual, including reviewing weather, flight battery requirements, landing and takeoff distances, and aircraft performance data before initiation offlight. Additionally, a briefing will be conducted prior to each day regarding planned UAS operations. With respect to the fuel requirements, the battery life of the UAS allows for a 15-minute flight maximum. Which makes meeting the 30 minute reserve requirements in 14 CFR 

## § 91.151 not possible for the sUAS. An equivalent level of safety can be achieved by limiting flights to 15 minutes or 15% of battery power, whichever occurs first.
An exemption from 14 CFR 

## § 91.121 will be needed, as the UAS will have a GPS altitude read out instead of a barometric altimeter. An equivalent level of safety will be achieved, as outlined in the Aircraft Flight Manual. Specifically, the altitude information will be provided to the UAS PIC via a digitally encoded telemetric data feed. Prior to each flight, a zero altitude initiation point will be established and confirmed for accuracy by the PIC.


### Public Interest The petitioner states that, given the small size of the UA involved and the restricted sterile environment within which it will operate, and due to the size of the UA and the restricted areas in which the UAS will operate, approval of the application presents no national security issue. Given the clear direction in Section 333, the strong equivalent level of safety surrounding the proposed operations, and the significant public benefit, including enhanced safety, reduction in environmental impacts, and including reduced emissions associated with allowing UAS for survey operations, granting the requested exemptions is in the public interest.
The attached Aircraft Flight Manual (Appendix A) includes specifics on the equipment being used. 

## (f) A summary that can publish in the Federal Register, stating:
Petitioner: Sevee & 

### Maher Engineers, Inc.


### Rules from which you seek the exemption:

Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc November 19,2014 Page 5 of6

# • 14 C.F.R. § 21.191(a) · 

# • 14 C.F.R. § 45.23(b) 

# • 14 C.F.R. § 61.113(a) and (b) 

# • 14 C.F.R. § 91.7(a) 

# • 14 C.F.R. § 91.9(b)(2) 

# • 14 C.F.R. § 91.103 

# • 14 C.F.R. § 91.109 

# • 14 C.F.R. § 91.119 

# • 14 C.F.R. § 91.121 

# • 14 C.F.R. § 91.151(a) 

# • 14 C.F.R. § 91.203(a) and (b 

# • 14 C.F.R. § 91.405(a) 

# • 14 C.F.R. § 91.407(a)(1) 

# • 14 C.F.R. § 91.409(a)(2) 

# • 14 C.F.R. §and 91.417(a) and (b) Description ofReliefSought: Petitioner seeks relief from the requirements of the sections listed above to conduct private, commercial small unmanned aircraft systems (sUAS) operations on privately owned property subject to operating procedures that meet or exceed those that FAA requires for similar operations. 

### (g) Any additional information, views or arguments available to support our request
Please see the introduction to this exemption request.
Please do not hesitate to contact Guy Cote (President of SME) or me by phone at 207.829.5016 or via email at ceb@smemaine.com if you have any questions or comments. Sincerely,
SEVEE & 

### MAHER ENGINEERS, INC.

Charles Burnham Special Projects Coordinator

cc: Guy Cote Jr., 

### P.E., President

Z:\SME\Administration\DRONE\20141119_Drone_Petition.doc November 19, 2014 Page 6 of6

# APPENDIX A AIRCRAFT FLIGHT MANUAL', 

### ;' 

# WooKong-M Quick 

# Start Guide v1.12

January 2, 2014 Revision For Firmware Version V5.26 & PC Assistant Software V2.04 &Wtvl Assistant Vl.4.25

Please strictly follow these steps to mount and connect the autopilot system on your multi-rotor, as well as to install the Assistant Software on your computer or tvlobile Device.

Thank you for purchasing this DJI product. Please regularly visit the WooKong-tvl web page at

### www.dji.com. This page is updated regularly. Any technical updates and manual corrections will be available on this web page. Due to unforeseen changes or product upgrades, the information contained in this manual is subject to change without notice.

This manual is only for basic assembly and configuration; you can obtain more details and advanced instructions when using the assistant software. To assure you have the latest information, please visit our website and download the latest manual and current software version.

©2013-2014 DJIInnovations.AII Rights Reserved.

# Content CONTENT
................................................................................................................................................................................................ 2 TRADEMARK
........................................................................................................................................................................................... 2 DISCLAIMER &WARNING
................................................................................................................................................................. 

### 3 CERTIFICATIONS
.................................................................................................................................................................................. 

### 3 SYMBOL INSTRUCTION
............................, ........................................................................................................................................ 

### 3 ASSEMBLY &CONFIGURATION
......................................................................................................................................................

### 4
STEP7ASSEMBLY..............•.................................................................................................................................................................................4 STEP2SOFTWAREAND DRIVER INSTALLATION ON A PC

.........................................................................................................................6 STEP3CONFIGURATION BY ASSISTANT SOFTWARE ON A PC...............................................................................................•...•.............

### 6 STEP4COMPASS CALIBRATION ...•....................................................................................................•.....................................••....•................

### 7 

### BASIC FLYING TEST
............................................................................................................................................................................. 

### 8
STEP!ABOUT THE CONTROL MODE SWITCH·············································································································································

### 8 STEP2START& STOP MOTOR.......................................................................•................................................................................................

### 8 SETP3CHECKING LIST BEFORE FLYING ..........................................................................................................................................•............8 

### ADVANCED FUNCTIONS
.................................................................................................................................................................10
AJCONTROL MODE KNOWLEDGE...........•..................................................................................................................................................

### 10 A2START & STOP MOTOR KNOWLEDGE ................................................................................................•...................................................

### 11 A31NTELLIGENT ORIENTATION CONTROL (IOC) FLIGHT (WITH GPS MODULE) ......•......•.............•..................................................

### 12 

### WM ASSISTANT FOR MOBILE DEVICE
.......................................................................................................................................16
STEP!ASSEMBLE THE LED BLUETOOTH MODULE

....................................:........................................•...•..................................................

### 16 STEP2WM ASSISTANT INSTALLATION .......................................................................................•...........•.•..................................................

### 16 STEP3PARAMETER CONFIGURATION PROCEDURES .......................................................••••.....•................................•..............................

### 16 STEP4FLYING TEST PROCEDURES ...............................................................................•......................................•.........•..............................

### 17 FORGOT MAIN CONTROLLER PASSWORD...............................................................................................•..................................................

### 17 How TO ACTIVATE MORE FUNCTIONS ..............................................................................................•..•.•..................................••..............

### 17 

### APPENDIX
..............................................................................................................................................................................................18
FIRMWARE& ASSISTANT SOFTWARE UPGRADE .....................•.................................................•................................................................

### 18 PORT DESCRIPTION ......•.......................................................................................................•.......................................••.................................

### 19 LED DESCRIPTION·························································································································································································

### 20 SPECIFICATIONS •.....................................................................................................................................................•....•...•...............................

### 21 

### FAQ
.........................................................................................................................................................................................................22
FIX THE TBE (TOILET BOWL EFFECT) PROBLEM.................................................................................•..•.........................................•.......

### 22 REINSTALL THE GPS IN AN OFFSETTING ANGLE...............................................................................••.....................................................

### 22 ATTITUDE CONTROLLABLE WHEN ONE MOTOR OUTPUT IS FAILED.............................................•...•.................................................

### 22 FLIGHT RESTRICTION IN SPECIFIED AREA DESCRIPTION

........................................................................................................................

### 23 ABNORMAL CASES IN MOTOR TEST..........................................................................................................•................................................. 

### 23 SOLUTION FOR LED YELLOW AND GREEN BLINKING

............................................................................................................................... 

### 23 SOLUTIONS FOR FAILED GAIN VALUE ADJUSTMENT IN THE ASSISTANT SOFTWARE....................•.............................•.•......................

### 24 

### CE STATEMENT
..................................................................................................................................................................................25 

# Trademark
DJI and WooKong-M are registered trademarks of DJIInnovations. Names of product, brand, etc., appearing in this manual are trademarks or registered trademarks of their respective owner companies. This product and manual are copyrighted by DJI Innovations with all rights reserved. No part of this product or manual shall be reproduced in any form without the prior written consent or authorization of DJI Innovations. No patent liability is assumed with respect to the use of the product or information contained herein. ©2013-2014 OJI Innovations. All Rights Reserved.2 

## I )



### \. )\ )



### ) 

# Disclaimer 

# & Warning Please read this disclaimer carefully before using the product. By using this product, you hereby agree to this disclaimer and signify that you have read them fully. 

### THIS PRODUCT IS NOT SUITABLE FOR PEOPLE UNDER THE AGE OF 18. WooKong-M is an autopilot system designed for serious multi-rotor enthusiasts providing excellent self-leveling and altitude holding, which completely takes the stress out of flying RC multi-rotors for both professional and hobby applications. Despite the product having a built-in autopilot system and our efforts in making the operation of the controller as safe as possible when the main power battery is connected, we strongly recommend users to
remove all propellers when calibrating and setting parameters. Make sure all connections are good, and keep children and animals away during firmware upgrade, system calibration and parameter setup. DJI Innovations accepts no liability for damage(s) or injuries incurred directly or indirectly from the use of this product in the following conditions: 

### 1.

2. 

### 3. 4. 5. 6. 7. 

### 8. 9. 

### 10. Damage(s) or injuries incurred when users are drunk, taking drugs, drug anesthesia, dizziness, fatigue, nausea and any other conditions no matter physically or mentally that could impair your ability. Damage(s) or injuries caused by subjective intentional operations. Any mental damage compensation caused by accident. Failure to follow the guidance of the manual to assemble or operate. Malfunctions caused by refit or replacement with non-DJI accessories and parts. Damage(s) or injuries caused by using third party products or fake DJI products. Damage(s) or injuries caused by mis-operation or subjective mis-judgment. Damage(s) or injuries caused by mechanical failures due to erosion, aging. Damage(s) or injuries caused by continued flying after low voltage protection alarm is triggered. Damage(s) or injuries caused by knowingly flying the aircraft in abnormal condition (such as water, oil, soil, sand and other unknown material ingress into the aircraft or the assembly is not completed, the main components have obvious faults, obvious defect or missing accessories). 11. Damage(s) or injuries caused by flying in the following situations such as the aircraft in magnetic interference area, radio interference area, government regulated no-fly zones or the pilot is in backlight, blocked, fuzzy sight, and poor eyesight is not suitable for operating and other conditions not suitable for operating. 12. Damage(s) or injuries caused by using in bad weather, such as a rainy day or windy (more than moderate breeze), snow, hail, lightning, tornadoes, hurricanes etc. 13. Damage(s) or injuries caused when the aircraft is in the following situations: collision, fire, explosion, floods, tsunamis, subsidence, ice trapped, avalanche, debris flow, landslide, earthquake, etc. 14. Damage(s) or injuries caused by infringement such as any data, audio or video material recorded by the use ofaircraft. 15. Damage(s) or injuries caused by the misuse of the battery, protection circuit, RC model and battery chargers. 16. Other losses that are not covered by the scope of DJI Innovations liability. 

# Certifications
This product is approved with quality standards such as CE, FCC and RoHS. 

# Symbol Instruction 

# 0 Forbidden(lmportant) Cautions Tip Reference

©2013-2014 DJIInnovations. All Rights Reserved.3 

## I

# Assembly &Configuration Step

# 1 Assembly
Install the autopilot system and receiver to the aircraft, and connect them according to the following diagram.
Refer to the Port Description for more details. 

### GPS/COMPASS LED Indicator
• GPS/Compass is sensitive to magnetic interference, should be far away

from any electronic devices. • There is no requirement for PMU mounting. • Use our PMU Connecter (red

line depicts in figure) to connect battery, PMU and ESCs. • Place The LED indicator at an appropriate location of craft body far away from the GPS. Do not mount it on other electronic devices. • You should use epoxy resin AB glue to assemble the GPS bracket first as

the figure showed in previous page. • Mount the bracket on the center plate of craft first, then fix the GPS on

the plate ofthe bracket (by 3M glue provided). The GPS is sensitive to vibration interference, so position the bracket at least 10 em from any rotor. • You can choose 2S-6S LiPo battery. 

# 0 For safety reason, please disconnect ESCs and battery connecter during the firmware upgrade and configuration procedure. • Make sure You can see the light during the flight. 

# A The DJI logo marked on the GPS should face the sky, with the orientation arrow pointing directly forward. The GPS/Compass is • You can connect LED to the CAN-Bus port on GPS connection wire. Please refer to the "LED Description" in the Appendix to know the J.. packaged with a special indication line for mounting for the first time.**~If** you are uncertain whether materials near the GPS/Compass module are magnetic or not, you can use a compass or magnet to check it. If au use our own mountin rod, make sure it is NOT ma netic! J.. Sufficient airflow over the**~** PMU is highly recommended.

IMU • The IMU is best positioned nearthe

multi rotor's center of gravity, where vibration is relatively low. • Orient the IMU such that the arrow

marked on the printed surface ofthe IMU faces the sky and points directly forward, backward, left or right. • The sides ofthe IMU should be

precisely parallel to the multi rotor body. Use double-sided foam tape for secured installation. 

# 0 DO NOT cover the ventilation holes, keep them unobstructed. DO NOT mount the IMU upsidedown. 

# A Check the double faced adhesive tape regularly to ensure that the IMU is securely positioned. The IMU module is NOT waterproof or oil-proof.

R/C System These are example connections. Please setup Aileron, Elevator, Throttle, Rudder channels on your TX first, and choose one 2 or 3 positions switch/channel as control mode switch, then connect your receiver to the right ports on MC.

Main Controller There is no orientation requirement for the Main Controller. Choose a mounting location where as shorter ESC extension wires are needed as possible. Please make sure all ports are accessible when installing the MC so as to facilitate wiring and software configuration. In three-pin ports, pins near the nicks are signal pins.**~** After choosing a location to mount the MC, it is recommended that you DO NOT mount the MC until all wirings and software configurations are completed. ©2013-2014 DJIInnovations. All Rights Reserved.41 details of LED blinking method. 

# ..!

.....

• Please make sure you are using the ESCs and motors recommended by

manufacturer ofyour multi rotor first. We recommend you use DJI motors and ESCs. WKM output is 400Hz refresh frequency. • Connect all ESCs to MC by the motor numbering method introduced in Mlllti·RI>torsl

Supported. • Ifyou use 3rd party ESCs, please make sure the ESCs travel midpoint is at 1520us.

DO NOT use 700us travel midpoint ESC, as it may lead aircraft to fly away or injury and damage. After connect ESCs, calibrate ESCs one by one through receiver directly before connect them to your MC, Make sure program all ofthem into Governor off, Break offand Normal Start up to get best experience. • Ifyou use 3rd party ESCs, please cut the red wire (power wire) ofyour ESCs , as the

power from V-SEN on PMU is suitable to most of receivers and other electronic devices. • Ifyou use extra BEC, please use a servo cable without power wire to connect V-SEN I /

\

## Multi-Rotors Supported

Quad-rotor I Quad-rotor X Hexa-rotor I



### MS

Hexa-rotor V Hexa-rotor IV Hexa-rotor Y

M1

M7



### Octo-rotor X Octo-rotor I Octo-rotor V 

# • To coaxial propellers: Blue propeller is at Top; Red propeller is at Bottom. Otherwise all propellers are at top. 

# • Please select the Mixertype in the assistant software according to your aircraft

.

©2013-2014 DJIInnovations. All Rights Reserved.S 

## I

# Step2Software and Driver Installation on a PC 1. Please download the drive installer and the assistant software from DJI website. 

### 2. Connect the autopilot system and the PC via a USB cable, and power on the autopilot system. 

### 3. Run the driver installer, and follow the instructions strictly to finish installation. 

### 4. Run the assistant software installer, and follow the instructions strictly to finish installation. 

# Step3 Configuration 

## by Assistant Software on a PC 1. Power on the PC. Make sure your computer is connected to the Internet for the first time you use. 

### 2. Switch on the transmitter first, and then power on the autopilot system. Connect the autopilot system to the PC with a Micro-USB cable. DO NOT break the connection until setup is finished. 

### 3. Run the Assistant Software. 

### 4. Observe the indicators••on the left bottom of the software. (.connection indicator and • communication indicator) If the connection indicator isf>communication indicator is .blinking, that the software is ready, please go to next step. 

### 5. Select the "Info" option. Check the software and the firmware version. 

### 6. Select the "Basic" option. Please follow step-by-step for your first-time-configuration. Basic configuration is necessary, including Mixer Type, Mounting, RC, and Gain settings. 

### 7. You can click the "Advanced" option for more parameter settings. Advanced setting is optional. There are settings of Motor, FailSafe, Intelligent Orientation Control (IOC), Gimbal, Low-Voltage Alert, and Flight Limits. Read the instruction in the assistant software to obtain more details. 

### 8. Select the "Viewer" option and check all parameters. 

# • • 

# • You may be required to fill register information for your first-time-usage

. Ifthe communication indicator is., please double check the connections

. Basic configuration is necessary before you go to the "Basic Flying Test". 

# • Ifthe software and the firmware upgrade are available, please upgrade the assistant software
and the firmware by referring to the Appendix. 

# • This step is required to use together with the assistant software to obtain more details

. Recommended Settings for the users with F450/F550/S800/Zl5. Cqnfiguration lnformatipn Basic Attitude Motor ESC Propeller Battery Weight Pitch Roll Yaw Vertical Pitch Roll F450 DJI-2212 DJI-30A DJI-8 Inch 3S-2200 890g 150 150 100 105 150 150
F550 DJI-2212 DJI-30A DJI-81nch 45-3300 1530g 170 170 150 140 170 170
5800 DJI-4114 DJI-40A DJI-151nch 65-15000 4770g 200 200 195 175 190 190
5800+Z15 DJI-4114 DJI-40A DJI-151nch 65-10000 6100g 240 240 200 200 220 220
5800 EVO DJI-4114 PRO DJI-40A DJI-151nch 65-15000 6700g 130 130 150 150 180 180
*5800 with damping kit can use the same values as 5800 EVO.
©2013-2014 OJ I Innovations. All Rights Reserved.6 

## I '\ )

# Step4 Compass Calibration Without GPS module, please skip this step. Ifyou use with GPS module, follow step-by-step for calibration. 

# 0 • DO NOT calibrate your compass where there is strong magnetic interference, such as magnetite, car park, and steel reinforcement under the ground. 

# • DO NOT carry ferromagnetic materials with you during calibration, such as keys or cell phones

. • Compass module CANNOT work in the polar circle.



### Calibration Procedures
1. Quickly switch the control mode switch from 

### GPSModeto 

### ManualMode and back to 

### GPSMode for 6 to 10 times. The LED indicator will turn on solid BLUE. 2. Rotate your Multi-rotor around the horizontal axis (about 360°) until the LED changes to solid GREEN, and then go to the next step. 3. Hold your Multi-rotor vertically and rotate it (its nose MUST be downward) around the vertical axis (about 360°) until the LED turns off, meaning the calibration is finished.

4. The LED indicator will show whether the calibration is successful or not.

• If the LED keeps WHITE for 3 seconds, meaning the calibration is successful, and then calibration mode will exit automatically.

• If the LED keeps flashing quickly RED, the calibration has failed. Switch the control mode switch

one time to cancel the calibration, and then re-start from step 1.



### 1. You don't need to rotate your multi-rotor on a precise horizontal or vertical surface, but keep at least 45• difference between horizontal and vertical calibration. 2. If you keep having calibration failure, it might suggest that there is very strong magnetic interference around the GPS & Compass module, please avoid flying in this area. 3. When to do re-calibration.

• The flight field is changed.

• The multi-rotor mechanical setup has changed, including the following situations:

a) If the GPS & Compass module is re-positioned. b) Electronic devices added, removed or re-positioned (Main Controller, servos, batteries, etc). c) When the mechanical structure ofthe multi-rotor is changed.

• Ifthe flight direction appears shifting (meaning the multi-rotor doesn't "fly straight").

• The LED indicator often indicates abnormality blinking when the multi-rotor spins. But it is normal for this to happen only occasionally.

• LED blinks yellow and green**(ri>~)** continually, indicating that the compass data is abnormal.
©2013-2014 DJIInnovations. All Rights Reserved.?!

# Basic Flying Test Step

# 1 About the Control Mode Switch The autopilot system can work in Manual Mode and A TTl. Mode without a GPS module. After connecting to the GPS module, GPS Mode is available. Follow the bellow steps to enter the different control modes. 

### l. Use a 3-position switch on the transmitter as mode control switch. 2. Make sure to take offthe aircraft in A TTl. Mode in every flight. 3. Hover the Aircraft. Release all joysticks and then flip the control mode switch to the GPS Mode or Manual Mode (NOT RECOMMENDED). 

# Step2Start 

## & Stop Motor Star Motor : Pushing throttle stick before takeoff will not start motors. You have to execute any one of following four Combination Stick Commands (CSC) to start motors

Stop Motor :The default setting of stop motor is Immediately. For the immediately mode, in any control mode, once motors start and throttle stick is over 10%, motors will stop immediately when throttle stick is back under 10% again. In this case, if you push the throttle stick over 10% within 5s after motors stop, motors will re-start, CSC is not needed. Ifyou don't push throttle stick after motors start within 3s, motors will stop automatically. Please refer to the instructions of A1 and A2 in the Advanced Functions section, to learn more about the Control Mode and Stop Motor details. 

# Setp3Checking List before Flying

• Make sure you have assembled your multi-rotor correctly. 

## e Make sure you have done the configuration procedure correctly. 

## e Make sure all connections are in good condition.

• Make sure batteries are fully charged for yourtransmitter, autopilot system and all devices.

• Any of the following mistakes will lead to a dangerous accident, double check all these items: Rotation direction of motor is opposite 

## I Propeller installation mistake 

## I Main controller installation mistake 

## I Wrong connection between the main controller and ESC.

• Always switch on the transmitter first, then power on multi-rotor! (Power off multi-rotor first, then switch offthe transmitter after landing!)

• Make sure the GPS signal is good, only one Red LED blinking or without Red LED blinking.



# •

• Otherwise multi-rotor will drift without stick commands. When system is powered on, you MUST NOT move your multi-rotor or sticks on transmitter until the system initialization is finished (about 5 second). Please AVOlD using the autopilot system in areas of urban area with crowded buildings, tunnels and under bridges, where GPS signal will be blocked most likely. In ATTI Mode, throttle stick center position is for 

### Omls along the vertical direction. You should keep the position ofthrottle stick higher than 10% from cut-throttle during the flight! Please do the fly test and gain tuning with A TTl. Mode in the open air without heavy wind!

• Refer to the indication in the software: Basic->Gain for more details.

©2013-2014 OJIInnovations. All Rights Reserved.8 

## I 

# )

)\ ) 

# Step4 Flying Procedures 1. If in GPS Mode, place the aircraft in an open space without buildings or trees. Take off the aircraft after 

### 6 or
more GPS satellites are found (RED LED blinks once or no blinking). If in Manual Mode or ATTl. Mode, you

can skip this step. 2. Place the aircraft three meters away from you and others (especially child), to avoid accidental injury. 

## 3. Start-up

../ Switch on the transmitter, and then power on autopilot system! You MUST NOT move your multi-rotor or sticks on transmitter until the system initialization is finished (about 5 second)

. ../ Push both sticks of transmitter to the left bottom or right bottom to start the motors

. ../ Release the yaw, roll and pitch sticks and keep them at the neutral position, avoiding the aircraft to tilt to

one side. At the same time raise the throttle stick from the bottom quickly. The motors will stop if you do
not push the throttle stick from the bottom within 3s and you will need to execute the start-up procedure again. When the aircraft is on the point of leaving the ground, continue to push the throttle stick upwards
to take off from the ground, pay attention notto push the stick excessively

. ./ Pay attention to the aircraft movement at any time when flying, and use the sticks to adjust the aircraft's position. Keep the yaw, roll, pitch and throttle sticks at the neutral position to hover the aircraft at the desired height. 

## 4. Lower the aircraft slowly. Pull the throttle stick to the bottom and then push the sticks to the left bottom or right bottom to stop the motors after landing. (Also, with throttle stick under 

### 10%, and after landing 3s the
motors will stop automatically) 

## 5. Power offthe autopilot system, and then switch offthe transmitter after landing.



# 0 • DO NOT fly near to any ferromagnetic substances, to avoid strong magnetic interference with the GPS. Otherwise, it may cause the aircraft to FailSafe, crack or even fly away. 

# • If abnormal compass data occurs during flying, LED will blink Yellow and Green alternatively (**®~** ). If in A TTl and Manual Mode, it is free from influence. In any other control mode, the autopilot system will enter into A 

### TTl. Mode automatically; once the compass data goes back to normal, the autopilot system will regain the original control mode.



# .. • If the LED flashes quickly YELLOW then this indicates battery voltage is low, land ASAP

. 

# • It is recommended to land the aircraft slowly, to prevent the aircraft from damage

. 

# • If the transmitter indicates low-battery alarm, please land ASAP. In this condition the transmitter may cause the aircraft to go out of control or even crash. 

# • The LED will blink White to indicate huge cumulative yaw errors caused by spinning the craft continuously. In this case, you can stop or slow down the spinning, and continue flying after the White blinking has stopped, so as to have better flight performance. 

# ·'f· • If Low-Voltage Alarm is set, the aircraft will act according to the configuration of the Assistant Software once Low-Voltage Alarm is triggered. 

# • If Fail-Safe function is set, the aircraft will act according to the configuration of the Assistant Software once Fail-Safe is triggered.

# ~ 

# • Refer to the LED Indicator Description in the Appendix

. ©2013-2014 DJIInnovat1ons. All Rights Reserved.9 

## I

# Advanced Functions A

# 1Control Mode Knowledge
Please read the Control Mode Knowledge clearly before usage, to know how to control the aircraft. Different control modes will give you different flight performances. Please make sure you understand the features
and differences of the three control modes. GPS Mode A TTl. Mode ( With GPS Module ) I I I I 

## !
I I I I Manual Mode

# ---~:~~:~-~~~:~~----r-------------------------------~J~:i:-~:--:~:~-~~-~-~:~~~-:-:~-~:~~:~~~-~~:~~~-------------------------------- Velocity 

# l

----------------------------...

## ------------------------------------------------------------------------------------------------------------------------ 1 I Command 

# ! YES Linearity 

# !
----------------------------r-............................................................................................................................................................ r................................................................................................. I I 

## i ! Max-angular velocity is 150°/s. Command Stick 

## ! Multi attitude control; Stick center position for 

### Oo 

## ! I I No attitude angle limitation and Meaning 

# ! attitude, its endpoint is 35o. 

# ! ! ! vertical velocity locking. ----------------------------t----------------.........................................................................................................**~**..............**~-------"'-"'----------~----** .........................................**~**.. I I 

## ! Maintain the altitude best above l meter from 

## ! Altitude Lock NO I I I I 1 ground. 1

# ----::;~~-::,:~-~~-~----T---~~:~-~-~~i~~:~-;;-~~~----r·:~~~-:::;t-~:~-~~~:~~:~~-~~--r----------~-~;-~-~~~:-:~~:----------- l signal is adequate. 

# l l --------------------------t----------------------------------"1

______________________________________...______________________________________________ I I 

## ! When GPS signal has 

## ! ! ! Only performing attitude 

## ! been lost for 3s, system 

## !
I I I I 

## ! enters ATTL Mode 

## ! I I I I I I I I I automatically. I I**---------------------------}----------------------------------..!--------------------------------------~----------------------------------------------** GPS Lost stabilizing without position lock. 

# ! Attitude & speed mixture control ensures stability 

# ! r----------------------------------,--------------------------------------1 I I I 

## ! Enhanced Fail-Safe 

## ! Auto Level Fail-Safe 

## !**------~~-~~~~-;i~~~-----r------------~~-~-~~~-----------:-----------~~~-;;:-;1~~~~~----------r----------------------------------------------** Safety Depends on experience.

©2013-2014 OJ I Innovations. All Rights Reserved.10 

## I