### U. S. Department of Transportation Docket Management System 1200 New Jersey Ave, SE Washington, DC 20590

From: Gary J. Huett, 8270 Cordry Drive Nineveh, IN 46164

- 9251 Office: (317) 933

- 2946 Mobile: (317) 432

- 5499 Email: garyjhuett@embarqmail.com

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from: 14 C.F.R. 45.23(b); 14 C.F.R. Part 21;14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.105; 91.109; 91.119; 91.121; 91.151(a); 91.203(a)&(b); 91.405( a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b)

Dear Sir or Madam,

I, Gary Huett, herewith known as the petitioner, am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that I, a n owner and operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I may operate my small ultra light weight unmanned aircraft system (“sUAS”) commercially in airspace regulated by the Federal A viation Administration (“FAA”).

The petitioner has been an active private pilot for over 20 years with over 550 hours logged, Certificate Number: 3505115, with a current Medical Certificate Third Class, Applicant ID: 1996425753. I also have a BS and MS d egree in Aeronautical Engineering with the master’s degree being in Air Transportation Systems. I have been involved professionally in videography in various capacities over the years. I have experience flying RC aircraft and in particular have been flyi ng RC quadcopters for over one and a half years and other RC aircraft prior to that. I have over 100 hours experience flying RC quadcopters of the type referenced here.

The petitioner has added a hobby grade quadcopter s UAS with an integrated still/video camera system to my inventory with intent for aerial videography/cinematography to enhance academic community awareness, augment real estate listing videos, document accident scene locations, mapping, crop surveying, inspections and other flight operation s, following exemption and approval by the FAA. The petitioner plans to add a second quad

- copter to their inventory in the future with comparable or enhanced safety capabilities based on the latest technology.

The petitioner has instilled safety protocols and controls to avoid and prevent public hazard. The petitioner believes that his unique background of aeronautical engineering, piloting and

### professional videography can assist the FAA in developing operational and safety protocols for lightweight UAS's as their integration into the national airspace system is explored and developed. This unique foundational experience and analysis can be used to record flight data and other information gained through permitted flight operations to share with the FAA thr ough any required FAA reports to assist with the development of future protocol and safety regulation. The petitioner has noticed that most exemptions have been granted to professional cinematography companies primarily on the west coast. The petitioner believes that with his aeronautical engineering background and other related qualifications he can greatly contribute to the FAA in exploring the proper integration of the UAS into the NAS in other non

professional cinematography commercial applications. The applications outlined in this request are not primarily directed towards professional cinematography but mainly smaller commercial community based operations of the UAS. The petitioner believes that his exemption would provide the FAA with an analytic al, expanded and diverse UAS experience to help establish the necessary requirements and protocols for the safe operation of such aircraft systems [UAS's] in the wide variety of application in the national airspace system.

I am interested in operating s mall unmanned aircraft systems (sUAS) commercially in airspace regulated by the Federal Aviation Administration (FAA) for the purposes of aerial photography, videography/cinematography, mapping, crop surveying, accident reconstruction, inspections and othe r responsible flight operations that could be performed safely and more cost effectively with the use of a small sUAS at low altitude within the U.S. national airspace system as compared to a manned aircraft. Commercial operations will be performed only at the request of and with the authorization and permission of clients, communities or their authorized agents in order to facilitate commerce and raise awareness of the responsible and beneficial uses of small unmanned air systems. So long as such operatio ns are conducted within and under the conditions outlined herein or as may be established by the FAA as required by Section 333.

Granting my request comports with the Secretary of Transportation’s (FAA Administrator’s) responsibilities and authority to not only integrate UAS's into the national airspace system, but to “...establish requirements for the safe operation of such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of UAS's for r eal estate and other community related purposes. Further I will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA.

For the reasons stated below the petitioner respectfully requests the grant of an exemption allowing me to operate ultra light weight, remote controlled UAS’s for academic community awareness to benefit/enhance attraction to the community, to enhance real estate listing videos for home or business owners who cannot afford expensive m anned aircraft for the same purpose, investigate/document accident sites long after the accident occurred for reconstruction and analysis purposes, aerial mapping, crop surveying, inspections and other flight operations. All of which will promote local eco nomic growth through increased employment and increased tax base. All with public safety in mind by replacing heavier manned aircraft containing combustible fuel that poses potential public hazard.

I. Contact Information:

### Gary J. Huett, 8270 Cordry Drive N ineveh, IN 46164 Office: (317) 933

- 2946 Mobile: (317) 432

- 5499 Email: garyjhuett@embarqmail.com

II

. The Specific Sections of Title 14 of the Code of Federal Regulations From Which The Petitioner Requests Exemption are:

14 C.F.R. 45.23(b); Aircraft mark ings 14 C.F.R. 21; Subpart H Certification procedures; Airworthiness Certificates 14 C.F.R. 61.113(a)&(b); Pilots, Flight Instructors and Ground Instructors 91.7(a); Airworthiness certificate 91.9(b) (2); Aircraft flight manual 91.103(b)(2); Preflig ht action 91.105; Flight crew members at stations 91.109; Flight instruction 91.119; Minimum safe altitudes 91.121; Altimeter settings 91.151(a); Fuel requirements for flights in VFR conditions 91.203(a)&(b); Aircraft certifications and regist rations 91.405(a); Maintenance required 91.407(a) (1); Operation after maintenance 91.409(a) (1) &(2); Inspections 91.417(a)&(b) Maintenance records

III. The Extent Of Relief The Petitioner Seeks And The Reason He Seeks Such Relief:

These are in a ccordance with FAA Publication: Public Guidance for Petitions for Exemption Filed under Section 333 (Rev. 9/25/14) . The petitioner submits this application in accordance with the Reform Act, 112 P.L. 95 §§ 331

- 334, seeking relief from any currently applic able FARs operating to prevent the petitioner from contemplated commercial videographic, academic and other flight operations within the national airspace system (NAS). The Reform Act in Section 332 provides for such integration of civil unmanned aircraft systems into our national airspace system as it is in the public’s interest to do so. The petitioner’s ultra light weight sUAS meets the definition of “small unmanned aircraft” as defined in Section 331 and therefore the integration of my ultra lightweight sUAS is expressly contemplated by the Reform Act. I would like to operate my ultra lightweight sUAS prior to the time period by which the Reform Act requires the FAA to promulgate rules governing such craft. My aeronautical engineering, piloting and video graphy background applied to UAS’s can provide direct experience and valuable information to develop requirements and protocols for formal regulation that can be administered regarding various applications related to UAS aerial video and photography. The R eform Act guides the Secretary in determining the types of UAS's that may operate safely in our national airspace system. Considerations include: The weight, size,

### speed and overall capabilities of the UAS's; Whether the UAS will be operated near airports or heavily populated areas; and, whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). Each of these items reflect in favor of an exemption for the petitioner.

Similar exemptions to Astraeus Aerial (No. 11062) and Douglas Trudeau ( No. 11138) as well as others have been recently granted that cover the same relief from regulations as requested in this petition for exemption. The above two, amongst other, petitions have been reviewed with the petitioner’s exemption being substantially similar to that of Douglas Trudeau in use of the UAS for local community related matters rather than professional movie making.

A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like.

14 C.F.R. 21, Subpart H, entitled Airwort hiness Certificates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of the petitioners UAS permits exemption from Part 21 because the UAS mee ts (and exceeds) an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. The petitioners UAS meets o r exceeds each of the elements.

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this regulation is inapplicable. Proper mainten ance will be regularly applied to keep the UAS airworthy.

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on board pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equi valent level of safety will be achieved by maintaining a safety/flight manual as presented in this document delineating areas of where safety can be defined. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9 299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827.

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS has no altimeter settings. It, however, utilizes electronic global positioning systems with a barometric sen sor providing instantaneous telemetry to the PIC as to the altitude (AGL) of the UAS above the takeoff location.

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations. They are inapplicable for the sam e reasons described above. The equivalent level of safety will be achieved by maintaining any such required certifications and registrations by the petitioner.

B. 14 C.F.R. § 45.23: Marking of The Aircraft.

### Applicable Codes of Federal Regulation require aircraft to be marked according to certain specifications. My UAS is, by definition, unmanned. It, therefore, does not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two

- inch lettering is difficult to place on su ch small aircraft with dimensions smaller that minimal lettering requirement. Regardless, I will mark the UAS in the largest possible lettering by placing an N number registered with the FAA on its fuselage so that I the pilot, or anyone assisting me as a spotter with the UAV will see the markings. The FAA has previously issued exemptions to this regulation through Exemptions Nos. 8738, 10167, 10167A and 10700.

C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC.

Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to non

- commercial operations. The petitioner can achieve an equivalent level of safety as achieved by current regulations because my UAS does not carry any pilots or passengers. Further, while helpful, a commerc ial pilot license will not ensure remote control piloting skills. However, the PIC is a licensed Private Pilot with a current Third Class Medical Certificate. The PIC also possesses over 100 hours experience flying the UAS in a variety of locations and con ditions. The risks attendant to the operation of my UAS are far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing the petitioner, a licensed Private Pilot with a current Third Class Medical C ertificate to operate my UAS commercially meeting and exceeding current safety levels in relation to 14 C.F.R. §61.113 (a) & (b).

D. 14 C.F.R. 91.105: Flight Crew Members at Stations

Since there is no flight crew onboard the UAS, the above

- cited regulati on is inapplicable. However, in keeping with the direction of the regulation, the PIC of the UAS and VO will be at their respective crewmember stations on the ground during takeoff and landing as well as the complete duration of the flight.

E. 14 C.F.R . 91.119: Minimum Safe Altitudes.

14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude greater than 400 fe et AGL unless other altitude limits are forthcoming by the FAA. The petitioner will operate the UAS in a manner protecting the public and any consenting participants, providing a level of safety at least equivalent to or below those in relation to minimum safe altitudes. Given the size, weight, maneuverability and speed of my UAS, an equivalent or higher level of safety will be achieved.

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

### The above

- cited Regulation s require, amongst other things, aircraft owners and operators to “have [the] 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 repaire d as prescribed in part 43 of this chapter. . . .” These Regulations only apply to aircraft with an airworthiness certificate. They will not, therefore, apply to the petitioners UAS. However, as a safety precaution I inspect my UAS regularly as well as be fore and after each flight and have a maintenance program that involves regular software updates and curative measures for any damaged hardware. Therefore, an equivalent level of safety will be achieved.

IV. How The Petitioners Request Will Benefit the Public As A Whole:

Aerial videography for geographic, community awareness, real estate marketing, documenting accident scene locations, mapping, crop surveying, inspections and other flight operations has been around for many years through manned fixed wi ng aircraft and helicopters. For small budget operations, local community awareness and the average business/homeowners, the expense and operation of such aerial videography can be both cost and logistically prohibitive. Only large companies, large farms a nd high

- end realtors or luxury homeowners can afford to absorb such expense. In addition, attempting to get still photos, much less high quality, stabilized video of a community, home, farm, or business is often logistically difficult or impossible using a full size aircraft or helicopter due to flight restrictions, ground proximity, trees and other hindrances, not to mention highly intrusive noise levels and other drawbacks to the neighboring community. Also, the physical logistics of maneuvering a full sized fixed wing aircraft or helicopter adds an element of risk and danger due to the possibility of crashing and ensuing fire. The proper use of an ultra lightweight, battery powered, GPS stabilized, UAS removes that element of danger, while at the same time making available the opportunity to acquire high quality images and video to the community at an economical cost. New perspectives and creative presentations of features of the community are made available that were not previously possible. This ope ns up a whole new economic avenue for community awareness, development and enhancement in many areas, some yet to be explored and discovered, similar to the advent of aviation. The lower cost and greater utility facilitates a whole new dimension to commun ity related presentation options that were previously not available.

Congress has already proclaimed that it is in the public’s interest to integrate commercially flown UAS's into the national airspace system, hence the passing of the Reform Act. Grantin g the petitioners exemption request furthers the public interest through academic/visual awareness, decreased risk to the public and newly accessible scales of economy. My ultra lightweight UAS is battery powered and creates no emissions that can harm the environment. The consequence of my ultra lightweight UAS crashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible fuel and can cause catastrophic devastation to the public. Due to their size, limited m aneuverability, and flight limitations manned aircraft also cannot provide the community with the versatile, high quality, stabilized video/cinematography that can be gained through the responsible operation of a small UAS.

### Some specific areas where the p etitioner’s use of a UAS may benefit the public as a whole are:

• Aerial videography/cinematography to enhance academic community awareness

- community events, outdoor functions, business promotions, video productions

• Augment real estate listing videos

- pro vide a more expansive view of large properties, show proximity to other geographic and community features, enhance buyer awareness

• Document accident scene locations

- provide high definition, measurable photos taken days, months or years after the inciden t to document distances, skid marks, gouges, and other physical artifacts to assist in reconstructing accidents

• Mapping

– Aerial mapping of areas for geographic and surveying purposes

• Crop surveying

– provide detailed analysis of crop areas to apply the pr oper amount of fertilizer, insecticide, etc. limiting excessive blanket application causing undo runoff polluting lakes, rivers, streams, foliage and wildlife

• Inspections

– inspect water towers, roofs, snow

- mass on roofs, bridges and other facilities not r eadily accessible, thus removing potential physical risk to someone having to climb the object to inspect it.

• Other flight operations

– other areas that may develop

The public’s interest is furthered by minimizing ecological and crash threat by permittin g aerial video/photo capture through my battery operated ultra lightweight UAS. Permitting the petitioner to immediately fly within national air space stimulates economic growth in the community. In addition, due to my aeronautical engineering background, the petitioner can knowledgeably relate back to the FAA valuable input to establish requirements and protocols for the proper integration of UAS’s into the national airspace system.

V. Reasons Why Granting the Petitioners Exemption Will Not Adversely Aff ect Safety Or How The Exemption Will Provide a Level of Safety At Least Equal To Existing Rule:

The following information is provided for the FAA to effectively analyze the petitioner’s sUAS operation with regard to safety:

A. Regarding The Unmanned Airc raft System (UAS)

My battery operated sUAS utilizes four (4) counter

- rotating propellers for propulsion, integrated with a three

- axis self

- stabilizing control system augmented with GPS. My UAS is equipped with GPS, Intelligent Orientation Control (IOC) a nd auto return safety technology. Weighing less than five (5) pounds (far below the maximum 55 pound limit); including camera with gimbal.

The Petitioner’s sUAS Characteristics:

DJI Phantom 2 Vision + Model No. PV331 Serial Number: PH645233374 V2.0

• Gros s weight of less than 3 pounds including camera and battery

• FCC approved 2.4 GHz transmitter/controller/receiver Radio Frequency (RF) spectrum for controlling sUAS flight

### • FCC approved 5.8 GHz RF spectrum EIRP transmitting power of 100 mW for dedicated wif i transmitter/receiver between sUAS, Range Extender attached to transmitter and mobile viewing device displaying operational telemetry and video/photography functions including:

o Digital and analog battery level indicator with low battery warnings

o Number of satellites being received by the sUAS to verify GPS lock

o Wifi signal intensity

o Range Extender battery level

o sUAS altitude in feet above take

- off location (home point)

o sUAS distance in feet from take

- off location (home point)

o sUAS speed in mph

o Flight attit ude and radar function indicating yaw orientation of sUAS and graphical direction and distance from take

- off location (home point)

o Verification of micro

- SD recording card in sUAS

o Remaining number of photos available on micro

- SD card

o Indication of photo or video recording in progress

• Cruising speed of 15 knots, with a maximum speed of 29 knots

• Maximum flight time is 25 minutes

• Audible and visual sequential low battery warnings are set at 30% charge and 15% charge remaining. The sUAS automatically initiates landing sequence at 15% charge while still under PIC control

• Software allows setting maximum altitude (AGL) and distance sUAS can fly from home point to automatically restrict altitude and range as needed

• Vertical height limitation can be set for maximum o f 400 feet AGL to aid in VLOS (unless new regulations allow 500 feet)

• Lateral radius distance from controller can be set for maximum of 1000 feet to aid in VLOS

• Firmware in sUAS provides airport vicinity no

- fly feature and limited altitude feature under re stricted airspace

• Return Home and land itself feature if it loses transmitter control signal

• Flight testing in open rural areas has proven that having the firmware programmed for maximum 400 feet AGL and 1000 feet distance are adequate for maintaining VLOS without assistance of binoculars or other assistance. Most intended operation will be less than 200 feet AGL and 500 feet lateral distance.

• Intelligent Orientation Control ( IOC) Home Lock mode option on the controller allows the PIC to activate this funct ion and initiate pull back on the directional control and the sUAS will come back to PIC’s location no matter what direction it is facing.

Firmware upgrades provided by the manufacturer will be regularly maintained for:

• Main Controller

• GPS

• Receive r

• Battery

• Zen IMU

### Additional specifications and operational information is available in the attached (Appendix A

- Phantom 2 Vision Plus User Manual v1.8)

Safety Procedures. The petitioners exemption will not adversely affect safety. Quite the cont rary, for the reasons stated permitting the petitioner to log more flight time in FAA controlled airspace, with communication with the FAA, if desired, will allow me to contribute to the innovation and implementation of new and novel, as of yet undiscovere d safety protocols for UAS’s in cooperation with the FAA. In addition the petitioner submits the following representations of safety enhancements to current aerial videography and photography for aerial videography/cinematography to enhance academic commu nity awareness, augment real estate listing videos, document accident scene locations, mapping, crop surveying, inspections and other flight operations:

• My UAS weighs less than 5 pounds including the three

- axis stabilized gimbal and integrated camera;

• I r egularly inspect the physical components of the UAS such as frame, motors and propellers prior to each flight to make sure it is ready for flight;

• I regularly verify the condition of the flight batteries using software provided by the manufacturer;

• I rep air or replace any questionable or faulty components to maintain air worthiness;

• I regularly calibrate the Inertial Measurement Unit (IMU) using provided software;

• I only operate my UAS below 400 feet (within the permissible ceiling set by the FAA Moderni zation and Reform Act of 2012);

• I only operate the UAS in visual meteorological conditions;

• My UAS can operate for 20

- 25 minutes per flight, but my flights will be typically limited to 10

– 15 minutes for safety purposes, landing prior to 30% remaining batt ery charge to provide a safety buffer;

• My UAS provides digital (numeric) and analog (progress bar) telemetry of remaining battery life;

• It provides two sequential indications of low battery power with audible warnings and visual red flashing on my telemet ry;

• If the second, lower level of battery warning is reached, it automatically begins to descend to a landing, which the pilot can control. This prevents it from falling out of the sky due to battery drain, causing potential damage;

• I pilot my UAS through remote control only by visual line of sight (VLOS);

• I use a visual observer for any commercial operations if necessary;

• My UAS has GPS along with built in stability control, a flight safety feature whereby it hovers in place when the control sticks are r eleased;

• The GPS also provides a Return To Home feature causing the UAS to return automatically to its take off or home point then slowly land itself if communication with the remote control PIC is lost;

• I actively analyze flight data, experience and othe r sources of information to constantly update and enhance safety protocols;

• I actively engage in dedicated online UAS forums to stay up to date with operational, technical and regulatory issues from others and assist others in their flight experience and questions.

### • I only operate in reasonably safe environments that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas;

• I conduct extensive pre

- flight inspections and operational protocol, during which sa fety carries primary importance;

• After takeoff I immediately verify that the UAS is operating properly by observing it’s response to all controls and telemetry prior to proceeding on my flight;

• I always obtain all necessary permissions prior to operation;

• I have enough varied flight experience with the sUAS to know when to abort flights in the event of safety breaches or potential danger;

• If any repairs are done, the sUAS is extensively bench and flight tested prior to any commercial operations to verify normal operation;

• I have over 100 hours flight experience in a wide variety of situations with this sUAS;

• Training sessions are regularly done to maintain proficiency and increase piloting skills;

• I accomplish 3 take

- offs and landings in the preceding 90 d ays (for currency purposes).

• I have developed (and continue to develop) a Safety Protocols and Controls document (see Appendix B) for use prior to each flight;

• I have a Flight Safety Manual checklist (see Appendix C) filled out prior to each commercial fli ght.

• I have a PHANTOM Flying Flowchart (see Appendix D) at all flights for reference.

The petitioner ’s safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial UAS into our national airspace system, helicopters are the primary means of aerial video and photography for community awareness, real estate and other applications. While the safety record of such helicopters is remarkably astounding, there have been incident s involving loss of life as well as extensive property damage; it is far safer to operate a battery powered ultra light weight sUAS.

• First, the potential loss of life is diminished because UAS's carry no people on board who could be hurt or killed in the e vent of a crash, not to mention the risk to those on the ground.

• Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished and at a much smaller scale.

• Third, the small size, constant visual acquisition, a nd extreme maneuverability of my UAS allow me to identify and pilot away from and avoid hazards quickly and safely.

• Lastly, given its small size and weight, a potential crash is likely to cause little or no damage as compared to a helicopter. Accordingly, my sUAS has been experimentally operated for familiarization/competency and will continue to operate at and above current safety levels.

B. Regarding The Unmanned Aircraft PIC

The petitioner (PIC) has been an active VFR private pilot for over 20 years with over 550 hours logged, Certificate Number: 3505115 and has met the flight review requirements specified in 14 CFR 61.56 in an aircraft in which the PIC is rated on his pilot certificate . He also has a current Medical Certificate Third Class, Applica nt ID: 1996425753. The petitioner has over 100 hours flight experience in a wide variety of training, proficiency, and experience

-

### building flights with this sUAS, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures.

UAS operations must be conducted by a PIC possessing at least a private pilot certificate and at least a current third

- class medical certificate. The PIC must also meet the flight review requirements specified in 14 CF R 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

Prior to operations conducted for the purpose of aerial videography/cinematography to enhance academic community awareness, augment real estate listing videos, document acc ident scene locations, mapping, crop surveying, inspections (or similar operations) , the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.61(b), a minimum of 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi

- rotor UAS. Prior documented flight experience that was obtained in compliance with applicable regulations may be used to satisfy this requirement. Training, proficiency, and experience

- building flights will also be conducted to accomplish the required flight time. However, said training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience

- building flights the PIC is required to operate the UA with appropria te distances in accordance with 14 CFR 91.119.

Prior to operations conducted for the purpose of aerial videography/cinematography to enhance academic community awareness, augment real estate listing videos, document accident scene locations, mapping, crop surveying, inspections (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), a minimum of 5 hours as UAS pilot operating the make and model of the UAS to be used in operations under the exemption; 5 hours make and model time may be included in the 10 hours of multi

- rotor time prescribed above. The PIC must accomplish 3 take

- offs and landings in the preceding 90 days (for currency purposes). Training, proficiency, experience

- building, and take

- off an d landing currency flights are conducted only during dedicated training sessions to accomplish the required flight time and 90 day currency. During training, proficiency, and experience

- building flights the PIC is required to operate the UA with appropriat e distances in accordance with 14 CFR 91.119.

The operator may not permit the PIC to operate the UAS for the purpose of aerial videography/cinematography to enhance academic community awareness, augment real estate listing videos, document accident scene locations, mapping, crop surveying, inspections (or similar operations), unless the PIC has demonstrated and logged in a manner consistent with 14 CFR 61.51(b), the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under the desired exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures.

C. Regarding The Operation of the Unmanned Aircraft

The petitioner considers safety as foremost wi th each flight. My small unmanned aircraft is designed to hover in place via GPS in order to hold location and elevation and operate in less than a 24 knot (27.6 mph) wind. For safety, stability and fear of financial loss I will not fly in

### winds exceeding 20 mph. Built

- in safety systems include an integrally stabilized GPS mode that allows my sUAS to hover in place when radio controls are released. With three control modes to choose from, I utilize the Smart Mode for aerial videography/photography. This is the safest, most reliable and stable mode complementing the pilot’s skills to prevent accident and hazard. It allows that if directional orientation of the sUAS in flight is ever an issue I can switch to IOC Home Lock mode and just pull back on the contro ls and it will come back to my location no matter what direction it is facing. When pilot communication is lost, the UAS is designed to return to the point of take off and slowly descend, landing itself if necessary, or the pilot may retake control of it. I do not operate my UAS near airports (unless proper communication and approval has been secured), hospitals nor police heliports, and do not operate near areas where the general public is placed in a hazardous situation depending on location, conditions and weather. Current software has integrated no

- fly zones preventing the sUAS from taking off or limiting its altitude to remain under controlled airspace. This software is updated regularly by the manufacturer and installed by the petitioner. I am

cons tantly on alert for any manned aircraft (police/medical helicopters, etc.) and prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft approach my location or I suspect a manned aircraft may approach near my locat ion. My sUAS is capable of vertical and horizontal operations, and is flown only within my line of sight, as the remote control pilot (PIC). Utilizing battery power rather than combustible fuels, flights generally last between ten (10) to eighteen (18) min utes allowing at least 30 percent charge remaining in the battery at landing, with an altitude under four hundred (400) feet (or current FAA regulations), with most flights not exceeding two hundred (200) feet.

The petitioner utilizes a fresh fully charg ed battery with each flight as a safety precaution; full flight time limit for each battery is twenty (20) to twenty

- five (25) minutes. Remaining battery life is constantly displayed with telemetry provided to the PIC as to the state of the charge of the battery with percentage of battery charge showing both in digital and analog. The health of the battery is regularly checked using manufacturer provided computer software prior to flights. I do not operate my sUAS at or below manufacture recommend minim um charge levels for operation; preferring to remain well within a safe operating range to insure adequate communication between the PIC and sUAS to eliminate potential for crash, loss of control or hazard. During operation, two sequential low

- voltage (low battery) alerts are issued visually and audibly. All flights will be concluded prior to the first low battery warning of 30% remaining charge. Also, the sUAS has an automated function which results in immediate automatic landing when a low battery (15% battery level warning) is detected. Reserve batteries are always at hand with each flight to insure easy replacement for sufficient safe level of operation and eliminate any need to be inclined to push the battery limits for extended flight time. I do not believe in taking a risk that may cause a crash that could create hazard to the public/property/manned aircraft, and have no desire to lose an investment. I have flown over 100 hours of flight time as a hobbyist simulating flights for future commercial use to gain familiarization and flight proficiency with the characteristics of this specific sUAS's flight, battery and video camera performance under different temperature, wind and weather conditions.

The petitioner is extremely responsible and cautious, exercising situational awareness, when operating my UAS/ultra light weight unmanned aircraft and will not “create a hazard to users

### of the national airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my sUAS, it falls well within Congress’s contemplated safety zone when it promulgated the Reform Act and the corresponding directive to integrate sUAS's into the national airspace system. The petitioner’s sUAS, used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security.

The petitioner desires to operate the UAS for the purpose of aerial videography/cinematography to enhance academic community awareness, augment real estate listing videos, document accident scene locations, mapping, crop surveying, inspections (or similar operations).

Operations authorized by the desired grant of exemption are limited to the following aircraft described in the operating documents which is a quad

- rotor aircraft weighing les s than 3 pounds: PHANTOM 2 Vision+ Unmanned Aircraft System. Proposed operations of any other aircraft will require a new petition or a petition to amend the grant.

The sUAS will not be flown at an indicated airspeed exceeding 30 knots.

The sUAS will be operated at an altitude of no more than 400 feet above ground level (AGL) (or within current FAA altitude regulations should it be changed), as indicated by the procedures specified in the operating documents. All altitudes reported to ATC must be in feet AGL.

The sUAS will be operated within visual line of sight (VLOS) of the Pilot In Command (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 ai rman medical certificate.

All operations will utilize a visual observer (VO). The sUAS will be operated within the visual line of sight (VLOS) of the VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains V LOS capability. The VO and PIC will be able to communicate verbally at all times. The PIC will be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC will ensure that the VO can perform the functi ons prescribed in the operating documents.

The operating documents and the grant of exemption will be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in the exemption and the procedures outlined in the operating documents, the conditions and limitations in the exemption take precedence and must be followed. Otherwise, the operator will follow the procedures as outlined in its operating documents. The opera tor may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The operator will also present updated and revised documents if he pe titions 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 will petition for amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS

- 80) will be contacted if questions arise regarding updates or revisions to the operating documents.

Prior to each flight, the PIC will inspect the UAS to ensure it is in a condition for safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, the UAS will be prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station will be incl uded in the preflight inspection. All maintenance and alterations will be properly documented in the aircraft records.

Any UAS maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical compon ent, will undergo a functional test flight. The PIC who conducts the functional test flight will make an entry in the aircraft records.

The pre

- flight inspection section in the operating documents will account for all discrepancies, i.e. inoperable compon ents, items, or equipment, not already covered in the relevant sections of the operating documents.

The operator will follow the UAS manufacturer’s aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements.

The opera tor will carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, and alterations will be noted in the aircraft records, including total flight hours, description of work accomplished, and the signature of the authorized person returning the UAS to service.

Each UAS operated under the exemption will comply with all manufacturer Safety Bulletins.

The authorized person will make an entry in the aircraft record of the correc tive action taken against discrepancies discovered between inspections.

UAS operations will not be conducted during night, as defined in 14 CFR 1.1. All operations will be conducted under visual meteorological conditions (VMC).

The UAS will not operate w ithin 5 nautical miles of an airport reference point as denoted on a current FAA

- published aeronautical chart unless appropriate contact with the airport and any other required agencies has been done and approval has been granted.

The UAS will not be op erated 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.

If the UAS loses communications or loses its GPS signal, it will return to a pre

- determined location within th e planned operating area and land or be recovered in accordance with the

### operating documents.

The PIC will abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents.

The PIC will not begin a flight u nless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UAS with 30% battery power remaining.

The operator will obtain an Air Traffic Organization (ATO) issu ed Certificate of Waiver or Authorization (COA) prior to conducting any operations under the desired grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 h ours prior to the operation.

The sUAS operated in accordance with the desired exemption will 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, Subp art C. Markings will be as large as practicable.

The documents required under 14 CFR 91.9 and 91.203 will be available to the PIC at the Ground Control Station of the UAS any time the UAS is operating. These documents will be made available to the Adminis trator or any law enforcement official upon request.

The UAS will remain clear and yield the right of way to all manned aviation operations and activities at all times.

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

Flight op erations will be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless: 1. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an acc ident. The operator will 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 UAS, flight operations will cease immediately and/or; 2. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission and the PIC has made a safety assessment of the risk of operating closer to those objects and determined th at it does not present an undue hazard, and; 3. Operations nearer to the PIC, VO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a). Caution signs will be placed to warn people to stay back due to aerial p hotography in progress. (see Appendix E

– Warning Sign)

### All operations will be conducted over private or controlled

- access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or autho rized representative will be obtained for each flight to be conducted.

Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA will be reported to the FAA's UAS Integration Office (AFS

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

VI. A Summary The FAA May Publish in the Federal Register:

14 C. F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and limited operational area of my UAS permits exemption from Part 21 because the petitioner’s UAS meets an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, speed, mane uverability and proximity to areas such as airports and dense populations. My UAS meets or exceeds each of the elements. 14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicabl e in the form contemplated by the FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a manual. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827. 14 C.F.R. § 91.121 requi res altimeter settings in the aircraft. Since there are no such settings possible and the UAS provides real

time GPS and barometric telemetry to the PIC, this regulation is inapplicable. 14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil ai rcraft certifications and registrations. This regulation is inapplicable as to the small size of the UAS, however, the petitioner will maintain any required certifications and registrations. 14 C.F.R. § 45.23: Marking of The Aircraft . Due to the small siz e of the UAS, two inch lettering is inapplicable. However, an N

number as large as possible, registered with the FAA will be put on the fuselage. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC. The risks attendant to the operation of
my UAS are far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing the petitioner, a licensed Private Pilot with a current Third Class Medical Certificate to operate my UAS commercially meeting a nd exceeding current safety levels. 14 C.F.R. 91.105: Flight Crew Members at Stations. The PIC of the UAS and the VO will remain at their respective stations during takeoff and landing as well as the duration of the flight. 14 C.F.R. 91.119: Minimum Safe Altitudes. My UAS will not operate at an altitude greater than 400 feet AGL unless other altitude limits are forthcoming by the FAA. The petitioner will operate the UAS in a manner protecting the public and any

# Appendix A

Phantom 2 Vision +

User Manual v 1.8 01/2015

### V1.8

2015.01 

# User Manual 

# PHANTOM 2 VISION +2 © 2015 DJI. All Rights Reserved. 

# Phantom 2 Vision + User Manual

2015.01

Please read this manual carefully before using the product.



## Using This Manual

Key

Warning Important Hints and Tips 3FGFSFODFTPS%FmOJUJPOT

Important

&YDFQUXIFOTQFDJmDBMMZTUBUFE
BMMEFTDSJQUJPOTJOUIJTNBOVBM BSFGPS1IBOUPNNPEF
OPU/B[B.NPEF
Before Flight
The following tutorials and manuals have been produced to ensure you to make full use of your Phantom 2 Vision+. (1) Disclaimer (2) Phantom 2 Vision+ Quick Start Guide  1IBOUPN7JTJPO6TFS.BOVBM (4) Phantom Pilot Training Guide 8BUDIJOHBMMUIFUVUPSJBMWJEFPTBOESFBEJOHUIF%JTDMBJNFSCFGPSFnJHIUJTSFDPNNFOEFE"GUFSXBSET
QSFQBSFZPVSmSTU nJHIUVTJOHUIF1IBOUPN7JTJPO2VJDL4UBSU(VJEF*NQSPWFZPVSnZJOHTLJMMTJOTVCTFRVFOUnJHIUTVTJOHUIF1IBOUPN 1JMPU5SBJOJOH(VJEF3FGFSUPUIJTNBOVBMGPSNPSFDPNQSFIFOTJWFJOGPSNBUJPO&YQFSJFODFEVTFST
QBSUJDVMBSMZUIPTFXJUI %+*1IBOUPN7JTJPOFYQFSJFODFTIPVMETLJQUPUIF1IBOUPN7J TJPO2VJDL4UBSU(VJEFUPCFHJOQSFQBSJOHGPSnJHIU
Watch the Tutorial Videos

Please watch the tutorial videos below to learn how to use Phantom 2 Vision+ correctly and safely. http://www.dji.com/phantom2visionplus/training/ 1IBOUPN7JTJPOPGmDJBMUVUPSJBMWJEFPT
Download DJI VISION App
%PXOMPBEBOEJOTUBMMUIF%+*7*4*0/"QQ$IPPTFPOFPGUIFEPXO MPBENFUIPETCFMPX

Search "DJI VISION" on the App Store then follow instructions for iOS version. Search "DJI VISION" on Google Play then follow instructions for Android version. Important Safety Notice
6TFZPVS1IBOUPNDBSFGVMMZ*UDPOUBJOTTFOTJUJWFFMFDUSPOJDDPNQPOFOUTBOENBZCFEBNBHFEXIFOESPQQFE
DSBTIFE PSFYQPTFEUPXBUFS/FWFSnZBEBNBHFE1IBOUPN

Maintenance Do not open or attempt to repair Phantom by yourself as doing so may cause damage to the Phantom or cause injury. If UIF1IBOUPNJTOPUPQFSBUJOHOPSNBMMZPSIBTDPNFJOUPDPOUBDUXJUIMJRVJE
DPOUBDUB%+*BVUIPSJ[FEEFBMFSPS%+*DVTUPNFS service. Learn more at www.dji.com/support

Battery /FWFSEJTBTTFNCMF
QJODI
DSVTI
CVSO
ESPQPSUSFBEPOUIF%+*TNBSUnJHIUCBUUFSZ/FWFSTIPSUPSBMMPXUIFNFUBMDPOUBDUT on the battery terminal to touch. Do not expose batteries to extreme temperatures. Always use the DJI approved charger to DIBSHFUIFCBUUFSZ,FFQUIF%+*CBUUFSZBXBZGSPNDIJMESFOBOE TUPSFJUJOBDPPM
ESZQMBDF

Please read the Disclaimer before using your Phantom 2 Vision+.

iOS6.1 or above Android 4.0 or above V1.8© 2015 DJI. All Rights Reserved. 3 

## Contents

*NQPSUBOU4BGFUZ/PUJDF 2 

### Using This Manual Key 2 Important 2 Before Flight 2
Watch the Tutorial Videos 2 %PXOMPBE%+*7*4*0/"QQ 2 

### Overview

1 In the Box 5
2 Introduction 6 

### Assembly and Use 3FNPWJOH(JNCBM$MBNQ 7 2 Preparing the Battery 7

2.1 DJI Smart Flight Battery 7
2.2 Usages 8 $IBSHJOHUIF'MJHIU#BUUFSZ 
2.4 Battery Installation 10 $PSSFDU#BUUFSZ6TBHF/PUFT  3 Preparing the Phantom 2 Vision+ 11

3.1 Introduction 11 #VJMUJO'MJHIU$POUSPM4ZTUFN 

'$"TTJTUBOU1PSU 
3.3 LED Flight Indicator Descriptions 12

BYJBM4UBCJMJ[FE(JNCBM 
"OUJESPQ,JU 

.JDSP4%4MPU 
Gimbal Error Warnings 13

$BNFSB 
Lens cap removal 14

$BNFSB'VODUJPO#VUUPOT 

$BNFSB%BUB1PSU 

$BNFSB-&%*OEJDBUPS  4 Attaching the Propellers 15

4.1 Introduction 15
4.2 Assembly 15
4.3 Removing the Propellers 16

/PUFT  1SFQBSJOHUIF3FNPUF$POUSPMMFS 16

5IF3FNPUF$POUSPMMFS  1PXFSPOUIF3FNPUF$POUSPMMFS 

3FNPUF$POUSPMMFS1PXFS-&%4UBUVT

Information 17

5.4 Battery Level Indicator 17

5.5 Antenna Orientation 17
3FNPUF$POUSPMMFS0QFSBUJPO 
-JOLJOHUIF3FNPUF$POUSPMMFSBOE  3FDFJWFS 
-JOLJOH1SPDFEVSFT 

-JOL*OEJDBUPS 
$PNQMJBODF7FSTJPO$POmHVSBUJPO  6 Preparing the Range Extender 20

6.1 Introduction 20

4:45&.*O dicator 20

POWER Indicator 20
Binding Reset Button 20
6.2 Using Range Extender 20 $IBSHJOHUIF3BOHF&YUFOEFS 
Powering on the Range Extender 21 $IFDLJOHUIF#BUUFSZ-FWFM 
6.3 Rename Range Extender SSID 21
6.4 Binding the Phantom 2 Vision+ and
Range Extender 21 7 Downloading and Installing the

%+*7*4*0/"QQ 22

7.1 Download and Install 22
7.2 Register and Login 23 [ 1 ] Register 23 [ 2 ] Login 23 [ 3 ] Usage tips 23 $POOFDUJOHUIF$BNFSB 24 $POOFDUJOH1SPDFEVSFT 
8J'J$PNQVUFS$POOFDUJPO4UBUVT
Description 24 

### Flight
'MJHIU&OWJSPONFOU3FRVJSFNFOUT 
1SFnJHIU$IFDLMJTU  $BMJCSBUJOHUIF$PNQBTT 25

$BMJCSBUJPO1SPDFEVSFT 4 © 2015 DJI. All Rights Reserved. 1.2 When to Recalibrate 26 4UBSUJOH4UPQQJOHUIF.PUPST 26 4UBSUJOH.PUPST 
4UPQQJOH.PUPST  3 Flight Test 26

3.1Take off/Landing Procedures 26
3.2 Video Suggestions and Tips 27
4 Failsafe Function 27

4.1 When Will Failsafe Activate? 27

4.2 Failsafe Procedure 27
'BJMTBGFPOUIF%+*7*4*0/"QQ 
3FHBJOJOH$POUSPM%VSJOH'BJMTBGF

Procedures 28 5 Low Battery Level Warning Function 28

Low Battery Level Warning on the DJI
7*4*0/"QQ  6 Flight Limits 30

.BY)FJHIU3BEJVT-JNJUT 
6.2 Flight Restriction of Restricted Areas 30 $POEJUJPOTPG'MJHIU-JNJUT 

6.4 Disclaimer 32 

### DJI VISION App Usage %+*7*4*0/"QQ.BJO.FOV 32 $BNFSB1BHF 33 [ 1 ] Return 33 [ 2 ] $BNFSB1JUDI$POUSPM 

/PSNBM.PEF 

"DDFMFSPNFUFS4FOTPS.PEF 
[ 3 ] Flight Attitude and Radar Function 34 [ 4 ] Flight Parameters 34 [ 5 ] 8J'J4JHOBM4USFOHUI 
[ 6 ] Flight Battery Level 34 [ 7 ] Aircraft GPS Status 34 [ 8 ] .JDSP4%$BSE4UBUVT 
[  ] Range Extender Battery Level 34 [ 10 ] Remaining Shots 34 [ 11 ] Shutter Button 35 [ 12 ] Video Recording Button 35 [ 13 ] $BNFSB4FUUJOHT  [ 14 ] Hide or Show Flight Parameters 35
[15] Rear LED Flight Indicator Status 35 $BNFSB4FUUJOHT 35 [ 1 ] $BQUVSF.PEF 
[ 2 ] 1IPUP4J[F 
[ 3 ] Video Resolution 36 [ 4 ] Photo Format 36 [ 5 ] Selectable ISO 36 [ 6 ] White Balance 36 [ 7 ] &YQPTVSF.FUFSJOH 
[ 8 ] &YQPTVSF$PNQFOTBUJPO 
[  ] Sharpness 37 [ 10 ] "OUJnJDLFS 
[ 11 ] Restore Defaults 37 [ 12 ] 'PSNBU.JDSP4%$BSE  4 Album Page 37

4%$BSE"MCVN 

.PCJMF%FWJDF1IPUP"MCVN  /FXT1BHF  6 Settings Page 
7 Ground Station 42

7.1 Ground Station GUI 42
7.2 Using Ground Station 43 

### PC / MAC Assistant 1 Installing Driver and Phantom 2 Vision+

Assistant 45
1.1 Installing and Running on Windows 45 *OTUBMMJOHBOE3VOOJOHPO.BD049  2 Using Assistant 46

2.1 Using the Phantom 2 Vision+ Assistant 46

2.2 Firmware Upgrade of the Phantom 2 Vision+ 46 6TJOHUIF1IBOUPN3$"TTJTUBOU  

### Appendix 1 Rear LED Flight Indicator Status 48 4QFDJmDBUJPOT 48 3 Troubleshooting (FAQ) © 2015 DJI. All Rights Reserved. 5 

## Overview

The Phantom 2 Vision+ is the next evolution of the Phantom 2 Vision. It features the same App enabled First Person View '17

IJHIQFSGPSNBODFDBNFSB
SFNPUFDBNFSBDPOUSPMBOEJOnJHIUDPOUFOUTIBSJOH
CVUBEETUPJUBIJHIQFSGPSNBODF BYJBMDBNFSBTUBCJMJ[BUJPOTZTUFN*UJTJEFBMGPSBFSJBMDSFBUJWJUZXIFUIFSQIPUPPSWJEFP*OBEEJUJPO
JUQSPWJEFTHSPVOE TUBUJPOGVODUJPOXIJDIBMMPXTVTFSTUPQMBOUIFnJHIUNJTTJPOB OEFOBCMFTBJSDSBGUUPnJHIUBVUPNBUJDBMMZ
'17'JSTU1FSTPO7JFX
TFFUIFXPSMEGSPNUIFQFSTQFDUJWFPGU IFDSBGUBOEGFFMBUSVFnZJOHFYQFSJFODF

1 In the Box
$IFDLUIBUBMMPGUIFGPMMPXJOHJUFNTIBWFCFFOJODMVEFEJOZPVSQBDLBHFCFGPSFVTF*GBOZUIJOHJTNJTTJOH
QMFBTF contact your local dealer.

NO. Name Picture Qty. Remarks

1 Aircraft 1 Integrated gimbal and camera

2 Propeller Pairs 4 XJUICMBDLOVU
XJUIHSFZ

3 .JDSP4%$BSE 1 *OTFSUFEJOBJSDSBGU.JDSP4%TMPU

4 -FOT$BQ 1 Fixed to camera lens

5 (JNCBM$MBNQ 1 Attached to the gimbal

6 Prop Wrench 1 In maintenance packet

7 3FNPUF$POUSPMMFS 1 Includes attached Phone Holder and Range Extender

8 AA Batteries 4 'PS3FNPUF$POUSPMMFS

 DJI Smart Flight Battery 1 Inside aircraft

10 $IBSHFS 1 7"EBQUJWF

11 1PXFS$BCMFT 2 (#$&

12 Plug Adaptors 2 4""#4

13 .JDSP64#$BCMF 1 For range extender charging and mSNXBSFVQHSBEFIn the Box6 © 2015 DJI. All Rights Reserved. Overview

14 .BOVBMT 4 *ODMVEJOH %JTDMBJNFS
 1IBOUPN 1JMPU 5SBJOJOH(VJEF
1IBOUPN7JTJPO2VJDL 4UBSU(VJEF
6TFS.BOVBM

15 Stickers 2 $PMPST1JOL
#MVF

16 Vibration Absorber 4 In maintenance packet

17 "OUJESPQ,JU 2 In maintenance packet

18 Spare Screws 11 *ONBJOUFOBODF QBDLFU.9	QDT
 .9	QDT

 Landing Pad 4 In maintenance packet

2 Introduction

5IF1IBOUPN7JTJPOQBDLBHFJODMVEFT1IBOUPN
$BNFSB
(JNCBM
1SPQVMTJPO4ZTUFN
'MJHIU$POUSPM4ZTUFN
 3FNPUF$POUSPMMFSBOE8J'J$PNNVOJDBUJPO4ZTUFN()[3FNPUF$POUSPMMFS3FDFJWFS
'MJHIU$POUSPM4ZTUFNBOE ()[8J'J.PEVMFBSFJOTJEFUIF1IBOUPN

Remote Controller Outside Working Modes Inside

()[ TUJDLT
DIBOOFMT BYJBM4UBCJMJ[FE(JNCBM $BNFSB .PUPSTBOE1SPQT 1IBOUPN3FBEZUP'MZBOE3FBEZ UP'MZ	OPO(14 /";".(14
"55*
.BOVBMBOE Failsafe 'MJHIU$POUSPM4ZTUFN ()[8J'J.PEVMF ()[3FDFJWFS Electronic Speed $POUSPMT	&4$T

.PCJMF%FWJDF XJUI%+*7*4*0/"QQ

.PCJMF%FWJDF)PMEFS

Range Extender

3FNPUF$POUSPMMFS Aircraft .PUPS

Gimbal Propeller

$BNFSB

Figure 1Assembly and Use

© 2015 DJI. All Rights Reserved. 7 $IPPTFCFUXFFO1IBOUPNBOE/B[B.XPSLJOHNPEFTVTJOH1IBOUPN7JTJPO"TTJTUBOU*GVTJOH/B[B. NPEF
QMFBTFSFGFSUPUIF/";".72VJDL4UBSU.BOVBMGPSSFMB UFEJOTUSVDUJPOT
Phantom: Flight settings will be selected automatically depending on whether 6 or more satellites have been GPVOE5IJTNPEFBMMPXTVTFSTUPDPOmHVSFUIF3FNPUF$POUSPMMFS BOEHBJOWBMVFT
BOEVTF'BJMTBGFBOECBUUFSZ level warnings. /B[B.'MJHIUTFUUJOHTXJMMCFJEFOUJDBMUPUIF/B[B.76TFSTDBODIPPTFCFUXFFO(14
"UUJUVEF
PS.BOVBM NPEF5IFZDBOBMTPBDDFTTBEWBODFETFUUJOHTJODMVEJOH*OUFMMJHFOU0SJFOUBUJPO$POUSPM	*0$
3FBS-&%'MJHIU *OEJDBUPSTXJMMEJTQMBZUIFnJHIUTUBUVTBDDPSEJOHUPUIF/B[B .JOEJDBUPS 3FBEZUP'MZ8IFOPSNPSF(14TBUFMMJUFTIBWFCFFOGPVOE
UIF'MJHIU$POUSPM4ZTUFNXJMMMPDLJUTIPNFQPJOU and Rear LED Flight Indicators will blink a slow green ( ). This mode is ideal for beginners. 3FBEZUP'MZ 	OPO(14
8IFOMFTTUIBO(14TBUFMMJUFTIBWFCFFOGPVOE
UIF'MJHIU$POUSPM4ZTUFNXJMM TUBCJMJ[FJUTFMGMFTTUIBOJOGVMM3FBEZUP'MZNPEFBOEXJMMSFRVJSFNPSFTLJMMFEnZJOH3FBS-&%'MJHIU*OEJDBUPST will blink a slow yellow ( ). 

## Assembly and Use

'PMMPXUIFCFMPXJOTUSVDUJPOTUPQSFQBSFGPSnJHIU

1 Removing Gimbal Clamp

Pull gimbal clamp in the direction indicated to remove.

Figure 2
2 Preparing the Battery
&OTVSFBMMSFMBUFEEFWJDFTBSFGVMMZDIBSHFECFGPSFnZJOHUIF1 IBOUPN7JTJPO

Device Power supply

3FNPUF$POUSPMMFS 2000mAh rechargeable LiPo battery

Range Extender $IBSHFGVMMZUISPVHI.JDSP64#TMPU4FF $IBSHJOHUIF3BOHF Extender (Page 20) for details.
Aircraft (including gimbal and camera) DJI Smart Flight Battery.

.PCJMF%FWJDF 'VMMZDIBSHFCFGPSFVTJOHUIF%+*7*4*0/"QQ

2.1 DJI Smart Flight Battery
5IJTCBUUFSZIBTCFFOTQFDJBMMZEFTJHOFEGPSUIF1IBOUPNTFSJFT*UIBTBCBUUFSZDBQBDJUZPGN"I
WPMUBHFPG 7BOEDIBSHFEJTDIBSHFNBOBHFNFOUGVODUJPOBMJUZ*UDBOPOMZCFDIBSHFEXJUIB%+*DIBSHFSPS1IBOUPN$BS $IBSHFS 5PBWPJEEBNBHFUPUIFHJNCBM
SFNPWF(JNCBM$MBNQ before powering up the Phantom.
"UUBDIUIF(JNCBM$MBNQEVSJOHUSBOTQPSUBUJPOPSMPOH term storage to avoid damage.

Smart Flight Battery %+*$IBSHFS3FNPWJOH(JNCBM$MBNQ1SFQBSJOHUIF#BUUFSZ

Figure 3 Figure 4Assembly and Use

8 © 2015 DJI. All Rights Reserved. DJI Smart Flight Battery Functions

#BMBODF$IBSHJOH  "VUPNBUJDBMMZCBMBODFTUIFWPMUBHFPGFBDICBUUFSZDFMMEVSJOH DIBSHJOH 
$BQBDJUZ%JTQMBZ %JTQMBZTDVSSFOUCBUUFSZMFWFMT 
$PNNVOJDBUJPO $PNNVOJDBUFTXJUI'MJHIU$POUSPMMFSBCPVUCBUUFSZWPMUBHF
DBQBDJUZ
DVSSFOUBOE other relevant information. 
0WFSDIBSHF1SPUFDUJPO  $IBSHJOHTUPQTBVUPNBUJDBMMZXIFOCBUUFSZWPMUBHF SFBDIFT7UPQSFWFOU overcharge damage. (5) Over Discharge Protection Discharging stops automatically when battery voltage reaches 8.4V to prevent over discharge damage. 
4IPSU$JSDVJU1SPUFDUJPO  "VUPNBUJDBMMZDVUTQPXFSTVQQMZXIFOBTIPSUDJSDVJUJTEFUFDUF E (7) Sleep Protection Sleep mode is entered after 10 minutes of inactivity to save power. 
$IBSHJOH5FNQFSBUVSF%FUFDUJPO 5IFCBUUFSZXJMMDIBSHFPOMZXIFOUIFUFNQFSBUVSFJTCFUXFFOě 	¡'
BOE ě	¡'


%DWWHU\6SHFLÀFDWLRQV
Type LiPo $BQBDJUZ  7
N"I $IBSHJOH&OWJSPONFOU5FNQFSBUVSF  ¡$_¡$ %JTDIBSHJOH&OWJSPONFOU5FNQFSBUVSF ¡$_¡$ $IBSHJOH%JTDIBSHJOH&OWJSPONFOU3FMBUJWF)VNJEJUZ 

1MFBTFSFBEUIFVTFSNBOVBM
EJTDMBJNFS
BOECBUUFSZXBSOJOHTCFGPSFVTF6TFSTUBLFGVMMSFTQPOTJCJMJUZGPSBMM operations and usage.

2.2 Usages

Powering on/off
Powering on: 1SFTT$JSDVMBS1PXFS#VUUPOPODF
UIFOQSFTTBHBJOBOEIPMEGPSTFDPOETUPQPXFSPO1PXFS-JHIUXJMM go red and Battery Level Indicators will show the current battery level. Powering off: 1SFTT$JSDVMBS1PXFS#VUUPOPODF
UIFOQSFTTBHBJOBOEIPMEGPSTFDPOETUPUVSOPGG#BUUFSZ-FWFM Indicators will all go out.

$IFDLJOHUIFCBUUFSZMFWFM
8IFOUIFCBUUFSZJTQPXFSFEPGG
QSFTTUIF$JSDVMBS1PXFS#VUUPOPODF#BUUFSZ-FWFM*OEJDBUPSTXJMMMJHIUVQUPTIPX battery level. See below for details.

Battery Level Indicators will show the current battery level during charging and discharging. The indicators are EFmOFECFMPX

LED is on LED blinks LED is off Figure 5 LED2 LED1

Battery Level Indicators LED3

LED4

$JSDVMBS1PXFS#VUUPO #VJMUJO1PXFS-JHIUPreparing the BatteryAssembly and Use

© 2015 DJI. All Rights Reserved. 9 Discharging process

LED1 LED2 LED3 LED4 Current battery level

_

_

_

_

_

_

_

_



Battery life
8IFOUIFCBUUFSZJTQPXFSFEPGG
QSFTTBOEIPMEUIF$JSDVMBS1PXFS#VUUPOGPSTFDPOETUPDIFDLCBUUFSZMJGF#BUUFSZ Level Indicators will show light up and the Battery Power Indicators will blink for 10 seconds. All lights will then turn off. 'PSEFUBJMT
QMFBTFTFFCFMPX

Battery life

LED1 LED2 LED3 LED4 Current battery life

_

_

_

_

_

_

_

_

-FTTUIBO

8IFOCBUUFSMJGFSFBDIFT
JUJTOPMPOHFSPQFSBUJPOBM

.PSFCBUUFSZJOGPSNBUJPOJTBWBJMBCMFJOUIFCBUUFSZUBCPGUIF 1IBOUPN7JTJPO"TTJTUBOU

2.3 Charging the Flight Battery 
$POOFDUDIBSHFSUPXBMMTPDLFU	7
)[
VTJOHUI F1MVH"EBQUPSTJGOFDFTTBSZ
 
$POOFDUCBUUFSZUPDIBSHFS*GUIFDVSSFOUDBQBDJUZPGUIFCBUUFSZJTPWFS
ZPVTIPVMEUVSOJUPOCFGPSFCFHJOOJOH to charge. (3) Battery Level Indicators will display current capacity level as the battery charges. (4) Battery is fully charged when Battery Level indicator lights are off. Disconnect the charger and battery when charging is complete.Preparing the Battery

Figure 6Assembly and Use

10 © 2015 DJI. All Rights Reserved.

Charging process

LED1 LED2 LED3 LED4 Current battery level

_

_

_

_ Fully charged

5IF4NBSU'MJHIU#BUUFSZDBOCFDIBSHFEVTJOHBOPQUJPOBM1IBOUPN$BS$IBSHFS5IJTDBODIBSHFUIFCBUUFSZ JODBSPSUISPVHI44-J1PCBUUFSJFT$POUBDUZPVSBVUIPSJ[F EEFBMFSPS%+*DVTUPNFSTFSWJDFGPSEFUBJMT
Battery should only be charged with the charger provided by DJI. DJI does not take any responsibility for damage caused by third party chargers. *GDVSSFOUCBUUFSZMFWFMJTPWFS
UIFCBUUFSZTIPVMECFUV SOFEPOCFGPSFDIBSHJOH

2.4 Battery Installation
1VTICBUUFSZJOUPCBUUFSZDPNQBSUNFOUBDDPSEJOHUPUIFCFMPXEJBHSBN8IFOZPVIFBSBDMJDL
UIFCBUUFSZIBTCFFO properly installed.

2.5 Correct Battery Usage Notes
 8IFOUIFCBUUFSZJTUVSOFEPO
EPOPUDPOOFDUJUUPPSEJTDPOOF DUJUGSPNUIF1IBOUPN  $IBSHFBOEEJTDIBSHFUIFCBUUFSZDPNQMFUFMZPODFFWFSZDIBSHFEJTDIBSHFDZDMFT%JTDIBSHFUIFCBUUFSZVOUJM UIFSFJTMFTTUIBOQPXFSPSVOUJMJUDBOOPMPOHFSCFUVSOFEPO
UIFOSFDIBSHFJUUPNBYJNVNDBQBDJUZ5IJTQPXFS DZDMJOHQSPDFEVSFXJMMPQUJNJ[FUIFCBUUFSZ  'PSMPOHUFSNTUPSBHF
QMBDFUIFCBUUFSZXJUIPOMZB_DIBSHFJOBTUSPOHCBUUFSZCPY%JTDIBSHFBOEDIBSHF UIFCBUUFSZPODFFWFSZNPOUITUPLFFQJUJOHPPEDPOEJUJPO$ IBSHFBNPVOUTIPVMECFWBSJFEJOUIFTFNBJOUFOBODF DIBSHFT	_
	_
  1VSDIBTFBOFXCBUUFSZBGUFSZPVSDVSSFOUCBUUFSZIBTCFFOEJTDIBSHFEPWFSUJNFT$PNQMFUFMZEJTDIBSHFB battery prior to disposal. Please dispose of batteries properly. (5) Purchase a new battery if your current battery swells up or is damaged in any way.  /FWFSSFDIBSHFPSnZXJUIBCBUUFSZUIBUJTTXPMMFOPSEBNBHFE JOBOZXBZ  /FWFSDIBSHFCBUUFSJFTVOBUUFOEFE"MXBZTDIBSHFCBUUFSJFTPOBOPOnBNNBCMFTVSGBDFTVDIBTDPODSFUFBOE OFWFSOFBSBOZnBNNBCMFNBUFSJBMT  4BGFUZJTFYUSFNFMZJNQPSUBOU'PSNPSFJOGPSNBUJPO
QMFBTFTFF UIF%JTDMBJNFS

Discharging methods: Slow 1MBDFCBUUFSZJO1IBOUPNBOEUVSOPO-FBWFPOVOUJMUIFSFJTMFTTUIBOPGQPXFSMFGUPSVOUJMUIFCBUUFSZ DBOOPMPOHFSCFUVSOFEPO4FF%+*7*4*0/"QQGPSCBUUFSZMFWFMT.PUPSTEPOPUOFFEUPCFUVSOFEPO
 reducing wear. Fast 'MZUIF1IBOUPNPVUEPPSTVOUJMUIFSFJTMFTTUIBOPGQPXFSMFGUPSVOUJMUIFCBUUFSZDBOOPMPOHFSCF turned on. Figure 7 An incorrectly installed battery may cause #BEDPOUBDU 6OBWBJMBCMFCBUUFSZJOGPSNBUJPO
 6OTBGFnJHIU Inability to take off.Assembly and Use

© 2015 DJI. All Rights Reserved. 11 3 Preparing the Phantom 2 Vision+
5IF1IBOUPN7JTJPOJTBRVBESPUPSXJUIBCVJMUJO'MJHIU$POUSPM4ZTUFNXJUIJOUFHSBUFEHJNCBMBOEDBNFSB*UGFBUVSFT BO'$"TTJTUBOU1PSU
$BNFSB%BUB1PSUBOEBTQFDJBMJ[FECBUUFSZDPNQBSUNFOUGPSJUTnJHIUCBUUFSZ"MMUIFTFGFBUVSFT NBLFUIF1IBOUPN7JTJPOFBTZUPBTTFNCMFBOEDPOmHVSF

3.1 Introduction

3.2 Built-in Flight Control System

5IF1IBOUPN7JTJPOJTFRVJQQFEXJUIB%+*/B[B.7'MJHIU$POUSPM4ZTUFN5IJTQSPWJEFTJODSFEJCMFFBTFPGVTF BOETUBCJMJUZ1JMPUTDBODPOUSPMUIF1IBOUPNTNPWFNFOUTJONBOZEJSFDUJPOT
JODMVEJOHQJUDI	GPSXBSETBOECBDLXBSET

 SPMM	MFGUBOESJHIU

FMFWBUPS	VQBOEEPXO
BOEZBX	UVSOMFGUPSSJHIU
5IFnJHIUDPOUSPMTZTUFNBMTPDBOQSPWJEF*0$
 Failsafe and battery level warnings.

Modules Functions

'MJHIU$POUSPMMFS "DUTBTUIFCSBJOTPGUIFDPNQMFUFGMJHIUDPOUSPMTZTUFN
 SFTQPOTJCMFGPSDPOOFDUJOHBOE controlling all the modules together.

*.6 )BTBCVJMUJOJOFSUJBMTFOTPSBOEBCBSPNFUSJDBMUJNFUFSUIBUNFBTVSFTCPUIBUUJUVEFBOE altitude.

(14$PNQBTT The compass reads geomagnetic information and assists the GPS (Global Position System) to accurately calculate the position and height of the aircraft.
LED Flight Indicators *OEJDBUFTUIFTUBUVTPGnJHIUDPOUSPMTZTUFN

'$"TTJTUBOU1PSU
5IFnJHIUDPOUSPMTZTUFNDPNNVOJDBUFTXJUIUIF1$"TTJTUBOUUISPVHIB.JDSP64#DBCMFCFUXFFOUIF1IBOUPN'$ "TTJTUBOU1PSUBOEUIF1$6TFSTDBOVTF"TTJTUBOUUPDPOmHVSFUIFBJSDSBGUBOEVQHSBEFUIF1IBOUPNmSNXBSF1MFBTF refer to Using the Phantom 2 Vision+ Assistant (Page 46) for details. [1]

[ 2 ]

[ 3 ]

[ 4 ]

[ 5 ]

[ 6 ]

[ 7 ]

[ 8 ]

[  ]

[ 10 ]

[ 11 ]

[ 12 ]

[ 13 ]

[ 14 ]

[ 15 ]

[ 16 ]

[ 17 ]

[ 18 ] Propeller (P15)

.PUPS

Front Sticker

Front LED (P12)

'$"TTJTUBOU1PSU	.JDSP64#TMPU
	1


Vibration Absorber

$BNFSB-&%*OEJDBUPS	1

$BNFSB'VODUJPO#VUUPO	1

"OUJESPQ,JU	1

BYJBM4UBCJMJ[FE(JNCBM	1

$BNFSB-FOT	1

Rear LED Flight Indicator (P12)

DJI Smart Flight Battery (P7)

Receiver Antenna (P17)

Landing Gear

$BNFSB%BUB1PSU	.JDSP64#TMPU
	1

$PNQBTT	1

.JDSP4%4MPU	1 [ 12 ] [ 13 ]

[ 14 ]
[ 15 ] [ 1 ] [ 2 ] [ 3 ] [ 4 ] [ 5 ] [ 6 ] [ 7 ] [ 8 ]

Figure 10 Figure 8

'JHVSF [ 16 ]

[ 17 ]

[ 18 ] [ 11 ] [ 10 ] [  ]Preparing the Phantom 2 Vision+Assembly and Use

12 © 2015 DJI. All Rights Reserved. Figure 11 Figure 12

Rear LED Flight Indicators Normal Notes

3FE
(SFFO
:FMMPX nBTIJOHJOUVSO 1PXFS0O4FMG5FTU

:FMMPX
(SFFOnBTIJOHJOUVSO Warming Up Aircraft cannot take off.

4MPX(SFFOnBTIJOH Ready to Fly .PSFUIBO(14TBUFMMJUFTBSFGPVOE

4MPX:FMMPXnBTIJOH 3FBEZUP'MZ	OPO(14 Less than 6 GPS satellites are found.

Rear LED Flight Indicators Abnormal Notes

2VJDL:FMMPXnBTIJOH 3FNPUF$POUSPMMFS4JHOBM-PTU Refer to Failsafe Function (Page27) for details.

4MPX3FEnBTIJOH Low Battery Level Warning %+*7*4*0/"QQXJMMBMTPTIPXXBSOJOH
message.

2VJDL3FEnBTIJOH $SJUJDBM -PX #BUUFSZ -FWFM Warning %+* 7*4*0/ "QQ XJMM TIPX XBSOJOH
message.

5ISFF3FEnBTIJOHPGGBOEPO /PU4UBUJPOBSZPS4FOTPS#JBTJT too big ,FFQBJSDSBGUTUBUJPOBSZPSQFSGPSN*.6 calibration.

 Solid red Error $BOOPUnZ

3FE
:FMMPXnBTIJOHJOUVSO $PNQBTT/FFET$BMJCSBUJPO Refer to $BMJCSBUJOH UIF $PNQBTT (Page25) to get details.

If a solid red -&%JOEJDBUPSBQQFBST
DPOOFDUUPUIF1IBOUPN7JTJPO"TTJTUBOUGPSEFUBJMTBOESFTPMVUJPO This may be caused by: *.6DBMJCSBUJPOSFRVJSFE3FDBMJCSBUF*.6VTJOH"TTJTUBOU *.6JTBCOPSNBM3FQBJSSFRVJSFE $PNQBTTJTBCOPSNBM3FQBJSSFRVJSFE 3FNPUF$POUSPMMFSNJEQPJOUJTTFUBCOPSNBMMZ3FGFSUP )PXUPTPMWFMBSHFNBSHJO	T
NJEQPJOUFSSPS 	1BHF

3.4 3-axial Stabilized Gimbal

5IFBYJBMTUBCJMJ[FEHJNCBMPGUIF1IBOUPN7JTJPO XJMMQPXFSPOBOETFMGDIFDLFBDIUJNFUIFnJHIUCBUUFSZ is installed and powered on. Its pitch can be controlled VTJOHUIF%+*7*4*0/"QQ5IJTHJNCBMIBTUXPXPSLJOH NPEFT
/PO'17NPEFBOE'17NPEF
XJUIUIF/PO'17 NPEFTFUBTEFGBVMU5IJTDBOCFDPOmHVSFEJO1IBOUPN 7JTJPO"TTJTUBOUPSUIF%+*7*4*0/"QQ 3.3 LED Flight Indicator Descriptions

-&%nJHIUJOEJDBUPSTBSFGPVOEBUUIFGSPOUBOEUIFSFBSPGUIF1IBOUPN'SPOU-&%TBSFGPSJOEJDBUJOHXIFSFUIFOPTFPG the aircraft is. They light up solid red after motors have started spinning. Rear LED Flight Indicators light up to show the BJSDSBGUTDVSSFOUnJHIUTUBUVTPODFUIFnJHIUCBUUFSZJTQPXFS FEPO'PSEFUBJMT
QMFBTFTFFUIFCFMPXUBCMF

Front LEDs Rear LED Flight IndicatorsPreparing the Phantom 2 Vision+

Figure 13Assembly and Use

© 2015 DJI. All Rights Reserved. 13 Figure 14 *LPEDOVSHFLÀFDWLRQV
$POUSPMBDDVSBDZ ¡
$POUSPMMBCMFSBOHF 1JUDI¡_¡
.BYJNVNBOHVMBSWFMPDJUZ 1JUDI¡T

Non-FPV Mode: UIFHJNCBMXJMMTUBCJMJ[FBDSPTTBYJBMGPSTNPPUIBFSJBMDSF BUJWJUZ FPV Mode (First Person View Mode): Gimbal will lock to the movements of the Phantom for a FPV experience.

"OUJESPQ,JU
5IF"OUJESPQ,JUIFMQTLFFQUIFHJNCBMBOEDBNFSB connected to the aircraft. Two have been mounted on EFMJWFSZ*GOFXPOFTBSFSFRVJSFE
UBLFUIFHJNCBMBOE press part [ 1 ] through the center hole of the Vibration Absorber the center hole of part [ 2 ] . Lock them together as shown in [ 3 ] .PVOUJOHUIF"OUJESPQ,JUEJBHPOBMMZJT recommended.

Once part [ 1 ] and part [ 2 ] BSFDPOOFDUFE
UIF"OUJESPQ,JUDBOOPUCFEJTDPOOFDUFEBOESF VTFE

.JDSP4%4MPU
8JUInJHIUCBUUFSZQPXFSFEPGG
NBLFTVSFUIF.JDSP4% DBSEJTJOTFSUFEDPSSFDUMZJOUPUIF.JDSP4%4MPUCFGPSF taking any photos or recording any video.

5IF1IBOUPN7JTJPODPNFTXJUIB(#.JDSP4%DBSE BOEDBOTVQQPSUDBSETVQUP(#5IF%+*7*4*0/"QQ NBZOPUCFBCMFUP SFBETPNF.JDSP4%DBSET6TJOH UIF%+*7*4*0/"QQUPSFGPSNBUOFX.JDSP4%DBSETJT recommended. Refer to 'PSNBU.JDSP4%$BSE	1BHF for details.

%POPUJOTFSUPSSFNPWF.JDSP4%DBSEXIFOnJHIUCBUUFSZJTQPX FSFEPO

Gimbal Error Warnings
#FGPSFUIFBJSDSBGUUBLFTPGG
JGBHJNCBMNPUPSFSSPSJTEFUFDUFEPSUIFHJNCBMDMBNQJTOPUSFNPWFE
UIFSFXJMMCFB XBSOJOHQSPNQUPOUIFDBNFSBQBHFPGUIF%+*7*4*0/"QQ5IJTX JMMEJTBQQFBSBGUFSUIFQSPCMFNJTSFTPMWFE Figure 15

Figure 16 Figure 17 [ 2 ] [ 1 ] [ 3 ]Preparing the Phantom 2 Vision+

Ready to Fly Ready to FlyAssembly and Use

14 © 2015 DJI. All Rights Reserved. Figure 18

'JHVSF

1IPUPTBOEWJEFPTDBOPOMZCFDPQJFEXIFOUIFnJHIUCBUUFSZJT QPXFSFEPO 3FNPWFHJNCBMDMBNQCFGPSFQPXFSJOHPOnJHIUCBUUFSZ Gimbal motor error may occur in these situations: (1) Gimbal is placed on uneven ground. (2) Gimbal has

SFDFJWFEBOFYDFTTJWFFYUFSOBMGPSDF
FHBDPMMJTJPO1MFBTFUBLFPGGGSPNnBU
PQFOHSPVOEBOEQSPUFDUUIF gimbal after powering up. 'MZJOHJOIFBWZGPHPSDMPVENBZNBLFUIFHJNCBMXFU
MFBEJOHUPBUFNQPSBSZGBJMVSF5IFHJNCBMXJMMSFDPWFS

when it dries out.

3.5 Camera
5IF1IBOUPN7JTJPODBNFSBQPXFSTVQXIFOUIFnJHIUCBUUFSZIBTCFFOJOTUBMMFEBOETXJUDIFEPO1IPUPTBOE WJEFPTDBOCFTIPUCZQSFTTJOHFJUIFSUIFPOCPBSECVUUPOPSUIF%+*7*4*0/"QQ'PSBFSJBMQIPUPHSBQIZJUTVQQPSUT CVSTUTIPUT
DPOUJOVPVTDBQUVSFBOEUJNFEDBQUVSF
BOEFYQPSUTUPCPUI"EPCF%/(3BXBOE+1&('PSBFSJBMWJEFP
JU shoots in full HD at (1080p30/1080i60) and can even shoot 720p60 for internet ready slow motion.

&DPHUDVSHFLÀFDWLRQV

4FOTPS4J[F 1/2.3”

Pixels .FHBQJYFMT

Resolution 4384×3288
HD Recording 1080p30 /1080i60/720p60
Recording FOV ¡¡

Lens cap removal
Remove lens cap before use and replace it when shooting is complete to protect the camera lens.

Camera Function Buttons
Capture: Press (hold less than 2 seconds) to take a single capture. Record: Press (hold more than 2 seconds) to begin recording. Press again to stop.

Camera Data Port
$POOFDUUIF$BNFSB%BUB1PSUUPB1$VTJOHB.JDSP64# DBCMFUPDPQZmMFTUPB1$Assembly and Use

© 2015 DJI. All Rights Reserved. 15 $BNFSB-&%*OEJDBUPS
$BNFSB-&%*OEJDBUPSMJHIUTVQBGUFSUIFnJHIUCBUUFSZJTQPXFSFEPO*UQSPWJEFTJOGPSNBUJPOPOUIFXPSLJOHTUBUVTPGUIF

camera.

Camera LED Indicator Wi-Fi status Camera status

Green Solid OFF 1PXFS0O*EMF
4MPX(SFFO#MJOL	TPO
TPGG 0/ Idle
(SFFO#MJOL	TPO
TPGG
TPO
TPGG 0/ .JDSP4%DBSEDPOOFDUFEUP1$
'BTU(SFFO#MJOL	TPO
TPGG 0/ 4ZODISPOJ[JOH
Orange Solid OFF Recording
0SBOHF#MJOL0ODF	TPO
TPGG 0/0'' Taking a single picture.
0SBOHF#MJOL5JNFT	TPO
TPGG 0/0'' Taking 3 or 5 photos per shot
0SBOHF'BTU#MJOL	TPO
TPGG 0/0'' Firmware Upgrading
(SFFO
0SBOHF	THSFFO
TPSBOHF 0/ Recording

Red Solid 0/0'' $SJUJDBMFSSPS
4MPX3FE#MJOL	TPO
TPGG 0/0'' $.04TFOTPSFSSPS
3FE#MJOL0ODF	TPO
TPGG 0/0'' Operation failed
3FE#MJOL5JNFT	TPO
TPGG 0/0'' .JDSP4%DBSEFSSPS
'BTU3FE#MJOLT	TPO
TPGG 0/0'' Upgrade error
'BTU(SFFO
0SBOHFBOE3FE#MJOL TPO
TPGG 0/0'' 0WFSIFBUFE$BNFSB

4 Attaching the Propellers
"MXBZTVTFPSJHJOBMJODIQSPQFMMFST
DMBTTJmFECZUIFDPMPSP GFBDIDFOUSBMOVU

4.1 Introduction

Propellers Grey Nut (9450) Black Nut (9450 R)
Diagram

Assembly Location Attach to motor without black dot. Attach to motor with black dot.
Fastening/ 6OGBTUFOJOH Instructions Lock: Tighten propeller in this direction. Unlock: Loosen propeller in this direction.

4.2 Assembly
(1) (Figure 20) Remove warning cards from motors after you have read them.  'JHVSF
4QJOHSFZNBSLFEQSPQFMMFSTDMPDLXJTFPOUPVONBSLFENPUPSTBOECMBDLNBSLFEQSPQFMMFSTBOUJ clockwise for black marked motors.

Figure 20 Figure 21Attaching the PropellersAssembly and Use

16 © 2015 DJI. All Rights Reserved. 1SPQFMMFSTTFMGUJHIUFOEVSJOHnJHIU%0/05VTFUISFBEMPDLFS

Always match marked props with the corresponding motor. Protective gloves are recommended during propeller assembly and removal.

4.3 Removing the Propellers (Figure 22) Prevent motor rotation using the included wrench or a IBOE
UIFOSFNPWFQSPQFMMFSBDDPSEJOHUPUIFVOGBTUFOJOHJOTUSVDUJPOT

4.4 Notes
 $IFDLUIBUQSPQFMMFSTBOENPUPSTBSFJOTUBMMFEDPSSFDUMZBOEmSNMZ CFGPSFFWFSZnJHIU  &OTVSFUIBUBMMQSPQFMMFSTBSFJOHPPEDPOEJUJPOCFGPSFFBDInJHIU %0/05VTFBOZBHFJOH
DIJQQFE
PSCSPLFOQSPQFMMFST  5PBWPJEJOKVSZ
45"/%$-&"3PGBOE%0/05UPVDIQSPQFMMFSTPS motors when they are spinning.  0/-:VTFPSJHJOBM%+*QSPQFMMFSTGPSBCFUUFSBOETBGFSnJHIUF YQFSJFODF

'PSCFHJOOFSnZFST
1IBOUPN1SPQ(VBSETBSFSFDPNNFOEFE$POUBDUZPVSBVUIPSJ[FEEFBMFSPS%+*DVTUPNFS service to purchase if necessary.

5 Preparing the Remote Controller
5IF1IBOUPN7JTJPO3FNPUF$POUSPMMFSJTBXJSFMFTTDPNNVOJDBUJPOEFWJDFVTJOHUIF()[GSFRVFODZCBOE 3FNPUF$POUSPMMFSBOE1IBOUPNBSFQBJSFECFGPSFEFMJWFSZ 'PSVQHSBEFESFNPUFDPOUSPMMFS	NPEFMT/175
/%+PS/3$

TFMFDUi6QHSBEF7FSTJPOwJO1IBOUPN"TTJTUBOU 'PSCBTJDSFNPUFDPOUSPMMFS	NPEFMT175
%+PS3$

TFM FDUi#BTJD7FSTJPOwJO1IBOUPN"TTJTUBOU 5IF3FNPUF$POUSPMMFSJTTFUUP.PEFCZEFGBVMU5IJTDBOCFBEKVTUFEJOUIF1)"/50.3$"TTJTUBOU4FF Using the 1)"/50.3$"TTJTUBOU	1BHF GPSEFUBJMT:PVDBOBMTPBEKVTUUIFQPXFSPGZPVS3FNPUF$POUSPMMFSBDDPSEJOHUP national regulations. Please refer to $PNQMJBODF7FSTJPO$POmHVSBUJPO	1BHF

.

Compliance Version: 5IF1IBOUPN7JTJPO3FNPUF$POUSPMMFSJTDPNQMJBOUXJUI$&BOE'$$	TFFUIF'$$*%
 regulations. Operating Mode: .PEFBOE.PEFSFGFSUPEJGGFSFOUDIBOOFMNBQQJOHT Mode 1: The right stick controls throttle. Mode 2: The left stick controls throttle.
5IF3BOHF&YUFOEFSBOE1IPOF)PMEFSBSFBMSFBEZNPVOUFEPOUIF3FNPUF$POUSPMMFS5XJTUUIF.PCJMF%FWJDF )PMEFSUPGBDFPVUXBSETBOEmYJUJOQPTJUJPOGPSNPCJMFEFWJDF JOTUBMMBUJPO
-BSHFTNBSUQIPOFTBOEUBCMFUTBSFOPUSFDPNNFOEFEGPSUIF1IPOF )PMEFSBTUIFZEPOPUmU1SFQBSJOHUIF3FNPUF$POUSPMMFS

Figure 22

Figure 23Assembly and Use

© 2015 DJI. All Rights Reserved. 17 5.1 The Remote Controller [ 1 ] [ 2 ] [ 3 ] [ 4 ] [ 5 ]

[ 6 ]

[ 7 ] [ 8 ] [  ] [ 10 ] [ 11 ] [ 12 ] Antenna
Left Dial Switch S1 Switch S2 (Reserved) 3JHIU4UJDL+
3PMM<MFGUSJHIU>
 +
1JUDI<GSPOUCBDL> -FGU4UJDL+
5ISPUUMF<VQEPXO>
 +
:BX<SPUBUJPO> /FDL4USBQ"UUBDINFOU
Power Switch
Power Indicator #BUUFSZ$IBSHF3$"TTJTUBOU1PSU	NJDSP64#QPSU Battery Level Indicator Training Port (on back)
5.2 Power on the Remote Controller
 4FU4BOE4TXJUDIFTUPUIFVQQFSNPTUQPTJUJPOBOEQMBDFBMM TUJDLTJOUIFNJEQPJOU (2) Toggle power switch to the right to switch on.  5IFSFXJMMCFBQPXFSPOJOEJDBUPSCFFQ*GUIFSFNPUFDPOUSPMMFSJTTFUUPCF$&DPNQMJBOU
UIFO UIFSFXJMMCFPOFCFFQ
XIJMFUIF'$$DPNQMJBOUWFSTJPOXJMMFNJUUXPCFFQT5IFCBUUFSZMFWFM JOEJDBUPSEJTQMBZTUIFDVSSFOUCBUUFSZMFWFM5IFJOEJDBUPSXJMMCMJOLHSFFORVJDLMZ
JOEJDBUJOHUIF SFNPUFDPOUSPMMFSBOESFDFJWFSBSFMJOLJOH0ODFGVMMZMJOLFE
UIFQPXFSJOEJDBUPSXJMMDIBOHFUP a solid green.

If the low voltage warning alert sounds (refer to 3FNPUF$POUSPMMFS1PXFS-&%4UBUVT*OGPSNBUJPO	1BHF for

EFUBJMT

QMFBTFSFDIBSHFUIFCBUUFSZBTTPPOBTQPTTJCMF Using the incorrect type of charging cable may cause damage. 'PMMPXJOHMPOHUFSNTUPSBHF
SFDIBSHFUIFCBUUFSZCFGPSFVTF

5.3 Remote Controller Power LED Status Information

Power LED Indicator Sound Remote Controller Status

4PMJE(SFFO /POF Functioning normally.

4PMJE3FE /POF $IBSHJOH	SFNPUFDPOUSPMMFSJTQPXFSFEPGG

4PMJE:FMMPX /POF 3FNPUFDPOUSPMMFSKPZTUJDLTDBMJCSBUJPOFSSPS
OFFEUPCFSFDB MJCSBUF

4PMJE3FE ###### -PXWPMUBHF	GSPN77

SFDIBSHFUIFSFNPUFDPOUSPMMFS

2VJDL3FEnBTIJOH ### $SJUJDBMMPX WPMUBHF 	GSPN77
3FDIBSHFUIF SFNPUF controller immediately.

4MPX(SFFOnBTIJOH ### Alert will sound after 15 minutes of inactivity. It will stop once you start using the remote controller.1SFQBSJOHUIF3FNPUF$POUSPMMFS

Figure 24 [ 1 ]

[ 2 ] [ 3 ] [ 4 ]
[ 5 ] [ 6 ]
[ 7 ] [ 8 ] [  ] [ 10 ]

[ 11 ] [ 12 ] J3

J4 J2

J1

5.4 Battery Level Indicator
#VJMUJO-J1P#BUUFSZ5IFSFNPUFDPOUSPMMFSJODMVEFTBSFDIBSH FBCMF-J1PCBUUFSZXJUI a capacity of 2000mAh. You can monitor the current battery level using the LED JOEJDBUPSTPOUIFGSPOUQBOFMPGUIFSFNPUFDPOUSPMMFSBTUIFm HVSFTIPXO

5IFSFNPUFDPOUSPMMFSXJMMTIPXBCMJOLJOH-&%BOETPVOEBOBMFSUXIFOUIFWPMUBHFESPQTCFMPX7
UIFO automatically power off after 3 seconds. This process will repeat even if you power cycle the remote controller. If UIJTMPXWPMUBHFXBSOJOHPDDVSTEVSJOHnJHIU
UIFSFNPUFDPOUSPMMFSXJMMBVUPNBUJDBMMZQPXFSPGG
DBVTJOHUIFBJSDSBGU UPFOUFS'BJMTBGFNPEF
XIJDIDBOOPUCFJOUFSSVQUFE	SFGFSUP Failsafe Function (Page27) for details). It is strongly SFDPNNFOEFEUIBUZPVSFDIBSHFUIFCBUUFSZJNNFEJBUFMZXIFOUIF 77MPXWPMUBHFXBSOJOHPDDVST

5.5 Antenna Orientation
,FFQUIFBOUFOOBTQPJOUJOHTLZXBSE
QFSQFOEJDVMBSUPUIFHSPVOE GPSNBYJNVNSFNPUFDPOUSPMMFSSBOHFEVSJOHnJHIU Battery Level Indicator

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