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May 27, 2015 

EnviroPlus Consulting, Inc 

1660 West Franklin Avenue 

Ridgecrest, CA 93555 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington DC 20590 

Re: Petition for Exemption Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations from: 14 CFR 21 subpart H; 14 CFR 45.23(b); 14 CFR 61.113(a) and (b); 14 CFR 

91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103; 14 CFR 91.109; 14 CFR 91.119(c); 14 CFR 91.121; 14 CFR 

91.151(a); 14 CFR 91.203 (a) and (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1); 14 CFR 91.409 (a)(1) 

and (2); 14 CFR 91.417(a) and (b) 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 

CFR Part 11, EnviroPlus Consulting, Inc. (Petitioner) (EPC) hereby applies for an exemption from the 

listed Federal Aviation Regulations (FAR) to allow commercial operation of a designated unmanned 

aerial system (UAS), provided such operations are conducted within the conditions outlined herein or as 

may be established by the FAA as required by Section 333. 

EPC seeks the requested exemptions to permit it to offer aerial data collection services in the fields of 

biology and botany, energy infrastructure inspection, and aerial mapping and survey. 

As described in the following pages, the requested exemption would permit the operation of a designated 

UAS as set forth in this document under controlled conditions in the National Airspace System (NAS) 

that would be operated safely. Approval of this exemption would provide services that would reduce the 

risk associated with manned solutions, in both flight and other methods of completion of the proposed 

services. 

The name and address of the Petitioner is as follows: 

Gilbert Goodlett 

EnviroPlus Consulting, Inc. 

1660 West Franklin Avenue 

Ridgecrest, CA 93555 

(760) 954-4265 

E-mail: Gilbert.Goodlett@EnviroPlusConsulting.com 
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Unmanned Aerial System Description

EnviroPlus Consulting will employ the DJI Innovations S-1000 octocopter aerial data collection 

operations. This system is manufactured by DJI Innovations (DJI), has been extensively tested and has a 

proven safe flight history. The system includes a frame with 8 motors, a DJI A2 flight controller, a DJI 

iOSD (onscreen telemetry display). A variety of small cameras, radio telemetry receivers, and other 

sensors can be attached to the platform to accomplish the desired objectives. The S-1000 is flown by the 

pilot-in-command (PIC) using a radio control system. The platform has a sophisticated flight control 

system that enables the PIC to locate the unmanned aircraft (UA) on a moving map as a part of a ground 

control system in addition to being continually in visual line-of-sight and has safety systems to warn and 

manage low battery-voltage situations. The S-1000 can be flown manually by the PIC or fly a pre-planned 

route using the ground control system. The S-1000 will be flown under a comprehensive set of 

operational standard procedures focused on the safe operation of the platform to minimize risk. The S1000 has a LED lighting system to communicate key elements of operational status at all times, in 

addition to the on-screen display showing flight parameters relevant to the safe operation of the UA. 

This UA has a maximum take-off weight of 24 pounds. The UA flight speed will not exceed 30 knots, 

and it will not be flown in controlled airspace or at an altitude that exceeds 400 feet AGL. All flights will 

be flown in such a way that they can be safely terminated with a reserve battery power of 30% maximum 

charge. 

The S-1000 does not carry any flammable propellant or fuel. The S-1000 also has redundant motor 

capabilities, and the vehicle is still capable of flight in the event a motor fails unexpectedly. The vehicle is 

compensates for an engine loss automatically, and action is not required by the PIC. 

Command, control, and telemetry communications for the S-1000 occur on the 2.4 gHz frequency band. 

The communications link is frequency hopping, spread spectrum which greatly reduces the potential for 

interference. The specific radio frequency devices used by the S-1000 have been tested and found to 

comply with the limits for a Class B digital device, pursuant to Part 15 of the Federal Communications 

Commission. The S-1000 programming is such that, if a lost communication link occurs the UA will 

return to its starting point and automatically land with no user interaction necessary. 

Granting an Exemption Would Serve the Public Interest

Enhanced safety to persons and property 

In the absence of a UAS, many of the proposed activities would have to be carried out by a helicopter, 

fixed wing aircraft, a bucket truck, or a lineman climbing a tower. All of these conventional methods 

involve a risk to human lives and property that is clearly higher than risks to human lives and property 

posed by the utilization of UAS. 

Reduction of burden on National Airspace System 

UAS utilization in accordance with the typical terms of an exemption grant does not require the 

interaction of Air Traffic Control (ATC). Where such use replaces manned aircraft, a net reduction in 

ATC burden is realized. 
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Reduction in air pollution and noise 

The DJI S-1000 is battery powered and therefore creates no noxious emissions hazardous to the 

environment. Further, as a battery powered vehicle the noise levels are substantially lower than any 

internal combustion engine driven aircraft. 

More effective wildlife management 

With respect to wildlife survey operations, UAS derived data can be utilized for more effective wildlife 

management. This can be of substantial benefit for wildlife managers, particularly for threatened and 

endangered species. 

Economic benefit to the public 

Survey, mapping, and inspection of energy infrastructure facilities utilizing UAS technology is 

substantially more cost effective than the conventional methods to accomplish these tasks. Cost savings 

by UAS utilization have the potential to find their way to ratepayers thereby reducing energy costs to the 

consumer. 

OPERATIONAL LIMITATIONS TO ACHIIEVE AN EQUIVALENT LEVEL OF

SAFETY		

EPC proposes the following operational limitations to achieve an equivalent or higher level of safety than 

under the current regulatory structure, particularly in comparison to the use of manned aircraft. 

1. All operations will be carried out with strict adherence to the operating procedures outlined in the 

Pilot’s Operating Handbook (POH) and the manufacturer’s user manual (Attachment A & B, 

respectively). The POH is organized similar to a manned aircraft POH and includes the following 

sections: 

a. General description, specifications, and warnings 

b. Limitations 

c. Emergency Procedures 

d. Normal Procedures 

e. Performance 

f. Weight and Balance/Equipment List 

g. Air Vehicle and Systems Description 

h. Handling, Service, and Maintenance 

i. Supplements 

2. The UA will weigh less than 24 lbs. 

3. The UA, will operate at a true airspeed maximum (VNE) of 15 m/s (approximately 30 knots) 

which is within manufacturer specifications. 

4. Minimum crew for each operation will consist of the UA Designated Pilot in Command (PIC) 

and at least one Visual Observer (VO). The PIC and VO will be able to communicate verbally at 

all times during the flight and will not exchange roles during the flight. Electronic messaging or 

texting is not permitted during flight operations. The PIC will ensure that the VO can perform the 

required duties of the VO. 
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5. The PIC will hold either an airline transport, commercial, private, recreational, or sport pilot 

certificate and 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 will 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. 

6. Flights will be operated within visual line of sight (VLOS) of the PIC and VO at all times. EPC 

understands that definition of VLOS is human vision unaided by any device other than corrective 

lenses. 

7. The primary responsibility of the VO will be to enhance the safety of flight operations by verbally 

communicating potentially unsafe observations to the PIC. Such conditions may include, but are 

not limited to, conflicting aircraft, hazardous terrain, features, or weather, UA approaching VLOS 

limits or altitude limits, assisting the PIC in monitoring battery voltage, and advising the PIC if 

non-participating personnel move within a potential danger zone. VO’s will be familiar with the 

UAS normal and emergency procedures and aircraft limitations in sufficient detail as to provide 

the PIC with recommended corrective actions. 

8. Maximum flight time for each operational flight will be approximately 25 minutes. The actual 

flight time will depend on a variety of variables including wind conditions, sensor payload, 

mission requirements, and the choice of battery capacity. All flights will be conducted under a 

strict battery management regime that alerts the operator to end flight at a pre-determined battery 

capacity. If the PIC exceeds this limit, the S-1000 will autonomously return to the departure point 

and land upon reaching the first critical battery level (first alert) and will land immediately upon 

reading the second critical battery level (second alert). 

9. Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL). 

10. All operating documents will be accessible to the PIC at the ground control station during UAS 

operations. Operating documents will include the current POH and a copy of the FAA’s 

Exemption, if granted. If a discrepancy exists between the various operating documents, the 

FAA’s Exemption, the Exemption will take precedence. The POH will be updated as necessary. 

Such updates will be tracked. 

11. A safety briefing will be performed prior to each day’s flights consisting of all the days’ flight 

operations. All parties involved in the flight operations will participate in the safety briefing. 

12. The PIC will conduct a pre-flight inspection for the UAS. The pre-flight inspection will account 

for all systems to insure that the UAS is in a condition for a safe flight. As a minimum, the preflight inspection will follow the checklist procedures in the POH. If the pre-flight inspection 

reveals a condition that may affect the safe operation of the UAS, the aircraft will not be operated 

until necessary maintenance has been completed. 

13. In the event of an emergency or other unpredicted obstacle to the completion of a flight, the PIC 

will abort the flight in the safest manner possible. 

14. EPC will not permit a PIC to operate the UAS unless the PIC demonstrates the ability to safely 

operate the UAS safely and competently within the framework of the measures outlined herein 

and the POH. This will include normal and emergency procedures and maintaining appropriate 

distances from persons, vessels, vehicles and structures. PIC qualification flight hours and 

currency will be logged in a manner consistent with 14 CFR §61.51(b). 

15. The PIC and VO will have been trained in operation of UAS and receive current information 

regarding operation of the UA. 
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16. PIC and VO training and evaluation flights will only be conducted during dedicated training 

sessions. During such sessions, the PIC will operate the UA a manner consistent with 14 CFR 

§91.119 by maintaining the prescribed distance from non-participants. 

17. All DJI S-1000 aircraft utilized as a part of this request will be registered and subsequently 

assigned a serial number in accordance with 14 CFR part 47 and display identification markings 

in accordance with 14 CFR part 45, subpart C. N-number markings will be as large as practicable. 

18. EPC will conduct routine inspections of the UA to ensure that it is in condition for safe operation. 

As a minimum, inspections will be conducted as per the POH and as per manufacturer 

recommendations. Additional inspections will be completed as deemed necessary. EPC will 

comply with all safety bulletins issued by the manufacturer. 

19. EPC will conduct maintenance on the UA as necessary. Maintenance procedures will follow 

manufacturer’s recommendations regarding replacement, overhaul, and life limited components. 

20. After maintenance or alterations that affect the operational or flight characteristics of the UA, a 

test flight will be conducted to determine that the UA is properly functioning prior to resuming 

commercial operations. Flight tests will be conducted by a PIC and a VO and will remain at least 

500 feet from other non-participants. Further, the flight test will be conducted in a manner so as 

not to pose an undue hazard to persons and property. 

21. EPC will also obtain a Certificate of Waiver or Authorization (COA) from the FAA Air Traffic 

Organization (ATO) prior to conducting operations within the NAS. 

22. No UA flights will be conducted at night and all flights will occur under Visual Meteorological 

Conditions (VMC). The UA will not be operated less than 2,000 feet horizontally from a cloud or 

when the visibility is less than 3 statute miles from the PIC. 

23. The PIC will ensure that the UA remains clear of and gives right-of-way to all manned aviation 

operations. 

24. The PIC will not operate the UA from a moving device or vehicle. 

25. The UA will not be operated within 5 nautical miles of an airport reference point (ARP) unless a 

letter of agreement with that airport’s management is obtained or it is otherwise permitted by a 

COA issued to EPC. 

26. The UA will be operated in a manner that maintains at least a 500 foot clearance from all nonparticipating persons, vessels, vehicles and structures except in the case of the following 

conditions: 

a. Barriers are present to protect non-participating persons in the event of an accident. EPC 

will ensure that non-participating persons utilize these protective barriers. If a nonparticipating person leaves a barrier and is within 500 feet of the UA, flight operations 

will be terminated in a manner that ensures the safety of non-participating persons. 

b. The owner or controller of any vessels, vehicles, or structures has granted permission to 

operate closer than 500 feet to those obstacles and the PIC has completed a safety 

assessment of the proposed operation and determined that the operation could be 

completed safely. 

27. Flight operations will only be conducted over property where the permission is granted by the 

property owner or otherwise authorized representative. 

28. The S-1000 UAS automatically determines its failsafe return-to-home position upon liftoff. If the 

UAS loses communications with the remote controller, it will return to a liftoff location and land 

autonomously. 
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29. EPC will report any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA to the FAA's UAS 

Integration Office (AFS−80) within 24 hours. Accidents will be reported to the National 

Transportation Safety Board (NTSB). 

SPECIFIC EXEMPTIONS REQUESTED

In pursuit of this petition the following exemptions are requested: 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) (1) 

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

airworthiness certificates as required by FAR §91.203 (a) (1). 

Given the size and limited operating area associated with the aircraft to be utilized by EPC, an exemption 

from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 

333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform 

Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon 

consideration of the size, weight, speed, operational capability, and proximity to airports and populated 

areas of the particular UAS. In all cases, an analysis of these criteria demonstrates that the UAS operated 

without an airworthiness certificate in the restricted environment and under the conditions proposed will 

be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an 

airworthiness certificate without the restrictions and conditions proposed. 

The UAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, 

carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured and 

designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and 

monitored by the operator. These safety enhancements provide a greater degree of safety to the public and 

property owners than conventional operations conducted with airworthiness certificates issued under 14 

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

Lastly, there is no credible threat to national security posed by the UAS, due to its size, speed of 

operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to 

carry a substantial external load. 

14 C.F.R. §91.9 (b) (2): Civil Aircraft Flight Manual in the Aircraft. 

Section 91.9 (b) (2) provides: No person may operate a U.S.-registered civil aircraft ... (2) For which an 

Airplane or Rotorcraft Flight Manual is required by §21.5 of this chapter, unless there is available in the 

aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, 

and placards, or any combination thereof. 

The UAS, given its size and configuration has no ability or place to carry such a flight manual on the 

aircraft, not only because there is no pilot on board, but because there is no room or capacity to carry such 

an item on the aircraft. The equivalent level of safety will be maintained by keeping the flight manual at 

the ground control point where the PIC will have immediate access to it. 
7 | Page

14 C.F.R. §91.103: Preflight Action. 

This regulation requires each pilot in command to take certain actions before flight to insure the safety of 

flight. These actions include the following: 

a) For a flight under IFR or a flight not in the vicinity of an airport, weather reports and forecasts, 

fuel requirements, alternatives available if the planned flight cannot be completed, and any 

known traffic delays of which the pilot in command has been advised by ATC; 

b) For any flight, runway lengths at airports of intended use, and the following takeoff and landing 

distance information: 

1) For civil aircraft for which an approved Airplane or Rotorcraft Flight Manual containing 

takeoff and landing distance data is required, the takeoff and landing distance data contained 

therein; and 

2) For civil aircraft other than those specified in paragraph (b)(1) of this section, other reliable 

information appropriate to the aircraft, relating to aircraft performance under expected values 

of airport elevation and runway slope, aircraft gross weight, and wind and temperature. 

As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption will be 

needed. The PIC will take all actions as stated in the POH in Section 4 under Normal Procedures 

including but not limited to reviewing weather, flight battery requirements, and aircraft performance data 

before initiation of flight. 

14 C.F.R. §91.109: Flight Instruction. 

Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is 

being used for flight instruction unless that aircraft has fully functioning dual controls. 

UAS and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight 

control is accomplished through the use of a control box that communicates with the aircraft via radio 

signals. The equivalent level of safety is provided by the fact that neither a pilot nor passengers will be 

carried in the UA and by the small size, weight, and generally slow speed of the UA. 

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

Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows 

helicopters to be operated at less than the minimums prescribed, provided the person operating the 

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. 

As this request is for a UAS that is a helicopter and the exemption requests authority to operate at 

altitudes up to 400 AGL an exemption may be needed to allow such operations. As set forth herein, the 

UA will never operate at higher than 400 AGL It will only be operated in a controlled environment, 

where structures, vessels, vehicles, and non-participating people will not be exposed to operations. 

The equivalent level of safety will be achieved given the small size, low weight, and slow speed of the 

UAS as well as the controlled environment where it is operated. No flight will be initiated without the 

permission of the property owner or authorized representative. Unlike conventional aircraft, the UA 

requires no flammable fuel, a safety enhancement at low altitude. Further, since the UA will be operated 
8 | Page

at 400 AGL or less, it will maintain separation from manned aircraft that are required to comply with 

Section 91.119. 

14 C.F.R. §91.121 Altimeter Settings. 

This regulation requires each person operating an aircraft below 18,000 feet MSL to maintain cruising 

altitude by reference to an altimeter that is set to a particular barometric pressure (altimeter setting) or the 

elevation of the departure airport. 

Manned aircraft have an altimeter that displays altitude in MSL. The intent of this regulation is to ensure 

that all aircraft in an area are displaying the same altitude when they at the same true altitude MSL. In this 

way aircraft can maintain vertical separation in cruise flight as per §91.159 for VFR flights and as per 

§91.179 for IFR flights. Further it ensures that aircraft assigned a particular altitude by ATC or as per 

published altitude requirements such as traffic pattern altitudes will have the ability to accurately 

determine that altitude. 

Conversely, the S-1000 automatically sets its zero altitude based on the departure site. Thus, all altitude 

readings displayed on the Ground Control Station are in AGL from the departure site. In order comply 

with the limitations specified herein to maintain an altitude below 400 feet AGL, it is appropriate for the 

altimeter to display in AGL instead of MSL thereby maintaining separation from manned aircraft and 

achieving an equivalent level of safety. 

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

Section 91.151 specifies fuel reserve minimums for airplanes and helicopters. Specifically, 91.51 (b) 

states that no person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and 

forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming 

normal cruising speed, to fly after that for at least 20 minutes. 

Since the UA is battery powered and lacks a combustion engine, there is no conventional fuel 

consumption. Further, the flight times for the S-1000 are considerably shorter (maximum of 25 minutes) 

than combustion engine powered manned aircraft. An equivalent level of safety will be achieved by 

landing the aircraft when the battery power, as monitored at the ground control station, reaches 30% of 

the capacity of a fully charged battery. A further safety feature is that the S-1000 will automatically return 

to its departure point with no PIC interaction required if the battery voltage falls below 20% of the 

capacity of a fully charged battery. 

14 C.F.R. §91.203 (a) and (b): Carrying Civil Aircraft Certification and Registration 

The regulation provides in pertinent part: 

a. Except as provided in §91.715, no person may operate a civil aircraft unless it has within 

it the following: 

1) An appropriate and current airworthiness certificate. . . . 

2) An effective U.S. registration certificate issued to its owner or, for operation 

within the United States, the second duplicate copy (pink) of the Aircraft 

Registration Application as provided for in §47.31(b), or a registration 

certificate issued under the laws of a foreign country. 
9 | Page

b. No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under §91.715 is 

displayed at the cabin or cockpit entrance so that it is legible to passengers or crew. 

As previously discussed, an exemption is sought regarding the requirement to acquire an airworthiness 

certificate. Further, the UAS fully loaded weighs 24 pounds and is operated without an onboard pilot. As 

such, there is no ability or place to carry a registration certificate or to display it on the UAS. An 

equivalent level of safety will be achieved by keeping the registration certificate at the ground control 

point where the PIC will have immediate access to it. 

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

These regulations cover maintenance, preventative maintenance, and aircraft alterations. In summary for 

VFR aircraft, and not including all exceptions, it requires the following: 

1. Annual inspections or 100-hour inspections (for commercial operations) with approval for return 

to service by a person authorized by §43.7. 

2. A test flight by an appropriately rated pilot after repairs or alterations that may have appreciably 

changed the aircraft’s flight characteristics have been made 

3. Logging of all maintenance performed according to particular standards 

 These sections, collectively part of Subpart E, and Part 43 only apply to aircraft with an airworthiness 

certificate. As previously discussed, an exemption is sought regarding the requirement to acquire an 

airworthiness certificate. However, an equivalent level of safety will be achieved by implementing the 

concepts of these sections as follows: 

1. Inspections will be performed at intervals recommended by the POH and the manufacturer. 

2. A test flight will be performed after any maintenance or alteration is performed that may affect 

the UA’s flight characteristics. The test flight will be performed prior to return to commercial 

service by an appropriately rated and experienced PIC. 

3. All maintenance will be logged. 

CLOSING

EnviroPlus Consulting, Inc. appreciates the opportunity to submit this petition for exemption to the 

Federal Aviation Administration. We have endeavored to provide the appropriate information required 

based on guidance from the FAA’s website. If there are any questions or we can provide further 

information, please contact me. 

Gilbert Goodlett 

President, EnviroPlus Consulting, Inc. 
1 © 2014 Troy Built Models, Inc. All Rights Reserved. 

PILOT OPERATING HANDBOOK 

DJI S‐1000/Zenmuse

Author: Gene Payson          Revised: 6/05/2014

http://www.troybuiltmodels.com
2 © 2014 Troy Built Models, Inc. All Rights Reserved. 

PILOT OPERATION HANDBOOK 

DJI S-1000/Zenmuse 

This book is offered in a format so that pilots can customize the checklists to their exact needs. Please print 

out this handbook, make notes while watching the video regarding the checklist, then change the wording 

and order to suit your needs. Then print out the revised form and laminate it in plastic. Carry it you’re your 

aircraft. Then use it every time you operate your aircraft. Keep the log books regarding the following: 

1) Pilot flight time 

2) Aircraft flight time 

3) Aircraft maintenance and updates 

4) Battery usage, date put into service, voltage, mah vs time 

Print out and make readily available the error message legend of various flashing lights. Know what to do 

without hesitation should you observe warnings. 

Insurance is a must! Not only will it be expensive to repair your aircraft in the event of an incident, if you 

injure bystanders or damage other people’s property you are liable for damages which could run into the 

millions of dollars. One insurance company which currently writes policies on sUAS is 

www.Transportrisk.com 

Errors & Omissions should be sent to customerservice@troybuiltmodels.com. We will promptly update the 

POH for everyone to have the latest updates available. 

KEY PARAMETERS 

Max Takeoff Weight: 24 lbs 

Weight with Zenmuse and all other equipment – no camera, no battery: 13.4 lbs 

Weight of Nex5/6/7 camera: 1 lb 

Weight of Canon 5D camera: 1.75 lbs 

Max Battery Weight with Zenmuse/Nex Camera: 9.5 lbs 

Max Battery Weight with Zenmuse/Canon 5D: 9 lbs 

Flight Times using 90% of battery: 

 16,000 mah battery Nex 7: 17 min 

 20,000 mah battery Nex 7: 20 min 

 32,000 mah battery Nex 7: 22 min 

Flight times using the Canon 5D or other cameras similar in weight will reduce the flight times by about 1 

minute. These times are averages in our tests. You may get longer or shorter flight times based on weight and 

flying style, though these numbers should be fairly accurate. 

 
3 © 2014 Troy Built Models, Inc. All Rights Reserved. 

DJI S-1000/Zenmuse 

CHECKLISTS 

 DJI S-1000 BENCH SET UP & TESTS 

o All screws/bolts are tight 

o Timer alarm for flight time to not exceed 80% battery capacity set properly 

o Batteries are secure 

o Antennas are secure 

o Props balanced 

o Props aligned 

o Props not chipped 

o Check blades, arms, etc. for cracks/damage 

o Wiring Tight 

o No excessive flexing of motors or booms 

o Booms/motors will not twist 

o Center of gravity is correct 

o Warning lights set for low battery if used 

o Batteries charged. Replace any battery which cycles below 80% of rated capacity 

 Laptop Battery 

 Flight Battery 

 Handheld Rx Battery 

 RC Tx Battery 

 Video Rx Battery 

 Spare Laptop Battery 

 DJI S-1000 INVENTORY CHECKLIST 

o Load Flight plan 

o Aircraft 

o Camera with SD card 

o Spare parts/tools 

o Spare batteries 

o Two RC transmitters 

o Laptop 

o Battery Charger 

o Flight Controller Cable 

o Video monitor, stand, battery, antennas 

o Goggles 

o Datalink & cable 

o Battery Y-harness 

 
4 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 DJI S-1000 PREFLIGHT CHECKLIST 

o Check area to fly on Google maps 

o Confirm walkie talkie and ATC coms operation, if required

o Inform ATC of your flight plan if required 

o Determine emergency flight plan and alternate landing zones avoiding power lines and obstacles 

o Check wind direction 

o Set a perimeter of 50-100 meters – area must be clear of people 

o All antennas (9?) installed and all pointing in correct directions 

o Engage GCS, monitor, laptop, goggles, etc. (bring up flight plan) 

o Remove lens cap / Clean lens 

o Camera On 

o Ensure camera has SD card installed. 

o Check battery voltage 

o Install battery on copter. 

o Check CG 

o Level copter with front pointing in correct direction for course lock – do not turn on 

o On Copter TX - Set switches - Throttle Down, Return to Home switch Off, Manual Flight Mode 

Switch On, Flight Path Switch Off – Not Course or Home Lock 

o Copter Transmitter On 

o Check Model Selection on Tx 

o Check Tx battery voltage (above 7.4v) 

o On Photo Tx – set switches - HDMI switch Off, Freestyle switch On 

o Photography Transmitter On 

o Check Model Selection on Tx 

o Check Tx battery voltage (above 7.4v) 

o Plug in battery black lead first. 

o Calibrate GPS/Compass if necessary 

o If calibrated, cycle battery with correct heading for course lock. 

o Do not touch the Copter until 30 seconds after full GPS Lock. Initial 3 red blinks is normal meaning 

no GPS lock. Wait until no flashes. Continue with checklist. 

o Check Copter Voltage from GCS 

o Engage Attitude Mode – Must Achieve Double Amber Flash 

o Engage GPS Mode – Must Achieve Double Purple Flash 

o While in GPS mode engage “Course Lock” mode. Must achieve green Flash 

o Do not engage motors. Set throttle to center position. Must achieve single amber flash in Attitude 

Mode and single purple flash in GPS mode 

o HDMI switch On (video on camera itself should go off) 

o Freestyle switch On (FPV Off) 

o Verify camera operation (If problems, check Drive Mode – Remote Cmdr must be “on”, manual focus, 

intelligent auto) 

o Verify data link if installed – rolling copter manually should change gauges 

o Upload flight plan 

o Verify altitude is about 0 via gauge on computer/GCS/video monitor/goggles 

o Timers set properly 

 
5 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 TAKEOFF CHECKLIST 

o Declare intentions for takeoff with ATC, if required

o Engage GPS mode – Double purple flash 

o Engage Course Lock mode (double green flash) 

o Announce loudly: “CLEAR PROP” 

o Position the sticks in the lower left hand corners, then immediately raise the throttle 2 clicks, 

and center the right stick. 

o Advance throttle to 1⁄4 power for 5 seconds. Assure all motors are operating. 

o Verify that left/right and forward/back stick movement engages the proper motors 

o Verify data and video links are still operational 

o Announce loudly: “TAKING OFF” 

o Advance throttle to full. Copter must jump off of the ground. 

o Ascend to 3 meters. Center throttle stick. Should be single green flash. Verify wireless link, 

GPS hold, camera operation, gauges, etc. are working properly. 

o Verify course lock is operational by rotating 90 degrees and pushing forward on stick. 

o Verify copter stability. If unstable, land and reset gains, recalibrate, or retest as necessary. 

o Raise landing gear 

o Proceed with manual mission 

o For autopilot operation 

 Ascend to 10 meters manually 

 Engage autopilot 

o Manual pilot/observer must monitor the informational LED and be ready to take over in 

manual mode when necessary. 

o Manual pilot to request copter flight battery voltage readout from camera operator 

periodically. 

 QUICK PREFLIGHT CHECKLIST 

o Landing zone clear 

o Level copter with correct heading 

o Battery 4.1+ full, 3.8 depleted 

o Camera on. SD card in. 

o Both TX – all switches down 

o Both TX on 

o Copter on 

o Check GPS and Course lock checks 

o Video check 

o Photo check 

o Timers ready 

o Takeoff 

o Raise Landing Gear 

o Unplug 6 batteries upon landing 

 
6 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 ERROR MESSAGES 

o White flashes 

 IMU malfunction. Land and determine cause. Possibilities: 

 GPS/Compass not pointing forward 

 IMU not pointing forward 

 Set up of X, Y, Z for location of IMU and Compass is incorrect 

o Excessive rocking/instability possible causes: 

 Weak motor 

 Structure flexing from fatigue or cracks 

 Motor mount 

 Main frame 

 Booms 

 Loose Bolts causing flexing or misalignment 

 Props 

 Mounts 

 Props out of balance 

 Props misaligned 

 Excessive wind speeds or gusts 

 Excessive Gains 

 Excessive motor power. Max motor power must a little more than typical ascent 

power. 

o Red Flashes (1, 2 or 3 flashes with pauses) – GPS loss (3 is more serious). Land if loss lasts 

for more than 30 seconds. Possible causes: 

 Clouds 

 Structures 

 GPS mal-function 

 GPS too close to electrical components 

 GPS vibration 

 LANDING CHECKLIST 

o Landing area clear 

o Lower landing gear 

o Note obstacles in flightpath 

o Announce loudly: “LANDING” 

o First cut power to the aircraft 

o Note elapsed time of flight 

o Adjust any parameters (camera servo speed, exponential, etc) 

o Turn power off to transmitters, camera, goggles, monitors, Rxs, etc. 

o Touch motors to verify temperatures are similar 

o Complete flight log 

 Date and time of flight 

 Batteries used 

 Time of Flight 

o Contact ATC, if required 

 
7 © 2014 Troy Built Models, Inc. All Rights Reserved. 

TABLE OF CONTENTS 

 Section 1: General 

 Section 2: Limitations 

 Section 3: Emergency Procedures 

 Section 4: Normal Procedures 

 Section 5: Performance 

 Section 6: Weight and Balance/Equipment List 

 Section 7: Air Vehicle and Systems Description 

 Section 8: Handling, Service and Maintenance 

 Section 9: Supplements 

 
8 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 1 

GENERAL 

NOTE: In an effort to minimize costs and maximize spare parts availability, many COTS (commercial off 

the shelf) components have been utilized. Some may have slight modifications to better suit this application. 

Most COTS products have separate data sheets, assembly manuals and instruction manuals. They are 

reference in this document, with key factors being emphasized. 

As with all high technology products utilizing constantly evolving software, it is important to periodically 

check for online upgrades to the COTS components, including hardware, firmware and software. 

WARNING: Great care must be taken with the batteries. Much of this manual and supplemental information 

is devoted to the use and care of the batteries, especially the flight batteries. They are less volatile than 

gasoline, though they should be treated with the same respect. Become very familiar with proper techniques 

of their use. 

 GENERAL CHARACTERISTICS 

o Primarily for ISR (Intelligence, Surveillance, and Reconnaissance) 

o Economical due to extensive use of COTS products 

o Low Visual Signature 

o Low Aural Signature 

o Quick Launch and Recovery 

o Short Training Period 

o Simple Operation 

o Waypoint Navigation 

o Backpackable 

o VTOL 

o Quick Repairs 

o Redundant Flight Systems 

o Safety Return to Home during lost link or low battery 

o High Degree of Mission Success 

o GPS navigation aid 

o Various sensors 

o 24 lb max takeoff weight 

o Operating Temp Range: -5°C to +60°C 

o Flight Modes: Manual and GPS aided waypoint navigation 

o Maximum Operating Altitude: 1000 meters 

o Maximum Operation Wind Conditions: 10 m/s 

o Propulsion System: LiPoly batteries 

o Takeoff: Manual or Automatic 

o Landing: Manual or Automatic 

o Takeoff/Recovery Area: 5m square 

 IMPORTANT DIMENSIONS 

o Distance rotor to rotor across the center: 41” 

o Height with GPS/Compass folded down: 21” 

o Height with GPS/Compass up: 25” 

o Length of landing gear skids: 18” 

o Distance between landing gear skids: 21” 
9 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 IMPORTANT WEIGHTS 

o Weight including Nex 7 camera, Zenmuse gimbal, A2 autopilot system, landing gear, data 

transceiver, RC transceiver, video transmitter, regulators and all wiring – everything except 

battery: 13.4 lbs 

o Maximum Takeoff Weight: 24 lbs 

o Battery Weight: up to 9.5 lbs with Nex camera and Zenmuse Gimbal 

 MOTORS 

o Manufacturer: DJI-Innovations 

o Number of motors: 8 

o Motor type: 41mm x 14mm 

o Motor Model Number: 4114-11 

o Motor KV/RPM: 400 

o Motor max @ 25.2V: 10,000 rpm 

o Motor Max Power: 500 Watts 

o Power rating: 4000 Watts maximum power consumption for all 8 motors 

o Current Max: 100 amps 

o Amp Draw Typical Average: 65 amps 

 PROPELLERS 

o Manufacturer: DJI-Innovations 

o Material: Composite 

o Number of propellers: 8 

o Propeller model number: DJI 15 x 5.2 

o Number of blades: 2 - folding 

o Propeller Diameter: 15” 

o Propeller Pitch (fixed): 5.2” 

o Max rpm: 10,000 rpm 

 ELECTRONIC SPEED CONTROLS 

o Manufacturer: DJI-Innovations 

o Number of speed controls: 8 

o Speed control model number: DJI 40A Opto 

o Rating in amps: 40 Amps continuous 

o Signal Frequency: 30 - 450 Hz 

o Drive PWM Frequency: 8 KHz 

 AUTOPILOT 

o Manufacturer: DJI-Innovations 

o Autopilot Model Number: DJI A2 

o Components: GPS/Compass, IMU, Master Controller, Power Distribution System, LED 

Indicator Lighting System, Data Transceiver, GCS Software 

o Power Consumption: 5W 

o Operating Temp Range: -5°C to +60°C 

o Software Compatible: Windows XP sp3 / Windows 7 

o Hovering Accuracy: Vertical : ± 0.5m; Horizontal: ± 2m 
10 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 WIRELESS LINKS 

o Distributor: DJI-Innovations 

o Frequencies: 

 2.4 Ghz datalink with WiFi 

 2.4 Ghz Command & Control 

 5.8 Ghz Video 

o Power Consumption: 1 watt 

o Usable Range: Less than 2 km. 

 FUEL/FLIGHT BATTERY 

o Manufacturers: Various COTS suppliers 

o Battery chemistry recommended: Lithium Polymer 

o Battery Capacity: 16,000 - 42,000 mah 

o Battery cell count required: 6S (6 cells in series) 

o Battery Voltage: 21V minimum during hover, 22.2V nominal, 25.2V maximum 

o Battery Minimum Rated Discharge Rate: 20C minimum 

o Battery Minimum Charge Rate: 1C (3C preferable) 

o Battery Rest Time between discharging and charging: 0-30 minutes 

o Batteries used simultaneously: 1-4 

o Recommended Battery Discharge Amount: 80-90% 

 FLIGHT PARAMETERS 

o Flight Time: up to 30 minutes 

o Payload Max: 11 lbs 

o Power Consumption in a Hover at 21 lb takeoff weight: 1500 Watts, 65 amps 

 WARNINGS 

o Never power a video transmitter or receiver without an antenna connected or overload failure 

will occur. 

o Read all information regarding batteries contained in this manual and supplements. 

o Batteries are highly flammable and can explode, especially when fully charged. Improper 

charging, vibration, impact, high discharge, etc. can lead to explosion and fire. Batteries must 

be charged under constant supervision and using proper precautions. 

o Batteries fully charged must be handled with extreme care. 

o Batteries must not be stored above 50% charged state. 

o Store batteries between 20% - 50% charged state. Fully charge just before use. 

o Fully charged batteries which are not to be used within 24 hours should be discharged to 20% 

- 50% charged state. 

o Discharging LiPoly batteries in excess of 80% of their rated capacity can cause harm to the 

batteries. 

o Using more than one battery at a time requires the proper wiring harness so that the voltage is 

no more than 25.2V. Over voltage will cause serious damage to electrical equipment. 

o Using more than one battery at a time requires weight and balance checks. Proper CG is 

critical to performance. Airframe must not be overloaded. 

o Propellers must be balanced to avoid excessive vibration. 

o GPS/Compass must be facing forward. 

o Do not use GPS Mode without GPS lock. 

o Use low strength thread locking compound on all screws. 
11 © 2014 Troy Built Models, Inc. All Rights Reserved. 

o Wireless Video and Data ranges vary considerably on many factors including weather, 

equipment, and obstructions. Be prepared for com failures. 
12 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 2 

LIMITATIONS 

 AIRSPEED LIMITATIONS 

o Vne – Velocity to Never Exceed: 15 m/s 

o Va – Typical Maneuvering Speed – 5 m/s 

 POWER & POWERPLANT LIMITATIONS 

o 40 Amps max per motor 

o 40 Amps max per speed control 

o 320 Amps max total 

o Do not exceed 80-90% discharge of rated battery capacity 

o Do not charge batteries which are warmer than air temperature 

o Allow batteries to cool after use before charging 

o Leave an air gap between batteries when multiple batteries are used simultaneously 

 WEIGHT LIMITS 

o Takeoff Weight Max: 24 lbs 

 Must be checked prior to takeoff if any change in equipment is made 

 CENTER OF GRAVITY LIMITS 

o 3mm from the center of any of the three pairs of arms 

 Must be checked before every flight to ensure batteries were installed in the proper 

location. 

 Check all 4 pairs of arms before flight 

 MANEUVER LIMITS 

o This aircraft is intended for non-aerobatic operations 

o G-loading maximum: 2G 

 TEMPERATURE LIMITS 

o Operating Temp Range: -10°C to +40°C 

o In cold temperatures 

 Keep IMU at room temperature if possible before the flight 

 Keep Batteries above 5°C before flight 

 Do not fly with any frost or ice on the propellers 

o In warm temperatures 

 Batteries heat up when discharged 

 The higher the discharge rate the higher the temperature increase during use 

 At temperatures above 45°C, use of 2 or more batteries is required to lower the load 

on any one battery pack to keep it cooler. 

 WEATHER LIMITS 

o Light dust and light rain require the use of a shield for the electronics in the center section. 

o Light dust and light rain are acceptable for the unshielded motor and ESC. 

 RANGE LIMITS 

o FUEL 
13 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 Fuel capacity is a primary limiting factor. 

 Flying into the wind will use more battery power to travel the same ground distance. 

Higher air speeds will be required to penetrate the wind which used more battery 

power. Take this into account when flying a mission. 

 Where possible, fly upwind at the start of a mission and downwind at the end to avoid 

depleting the battery before returning to base. Have alternative landing sites available 

in case of emergency landing. 

o WIRELESS LINK 

 Wireless links will be stable in LOS (line of sight) in most conditions 

 Wireless links are always susceptible to shorter ranges due to 

 Atmospheric conditions 

 Other transmission devices in the area 

 Jamming 

 Antennas not aligned properly 

 Improper voltage 

 Antenna blockage from AV in certain positions 

 Multipath – reflection off buildings or ground which cause multiple signals to 

arrive at different times and/or phase. 

 
14 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 3 

EMERGENCY PROCEDURES 

 MOTOR FAILURE 

o Operation is possible with one motor/ESC/propeller failure 

 The two adjacent motors/ESCs will be increased in thrust automatically by the flight 

controller to overcome the loss 

 In cases where the airframe is highly loaded the maximum rating of 40 amps may be 

exceeded by these two motors/ESCs 

 Operation should be terminated as soon as possible to reduce the possibility of damage 

to the remaining motors 

 COMMUNICATION FAILURE 

o Video link failure 

 5.8 Ghz being the shortest wavelength in general AV use has the least ability to 

penetrate. This link should be the first to be lost. 

 It is best to lose video first! It is the least likely to cause a crash when it fails. 

 5.8 Ghz can lose link with little warning. 

 Ensure that the GCS station antennas are perpendicular to the AV. Do not point the 

antenna at the AV. 

 Yaw the AV to change the antenna position 

 Other links should still be good. Return back to the GCS until link is restored. 

 Transmitters produce heat when in operation. When overheated they may have 

thermal protection which interrupts use temporarily. Use of a heat sink or fan may be 

required especially with high ambient temperatures. 

 Higher gain antennas may be used, but do so with caution. High gain antennas are 

directional. 

 Multiple antennas using “diversity” can be used. Diversity is a device which 

determines the best signal, and uses that. 

 5.8 Ghz even at high wattages theoretically has less range than lower frequencies. 

Changing to 1.3 Ghz is an option, though there are other issues to be considered. 

o RC link failure 

 2.4 Ghz antennas can lose link with little warning. 

 Anything in between the two antennas can cause temporary signal loss especially a 

person. 

 Hold the transmitter up in the air and walk in the general direction of the AV (aerial 

vehicle). 

 Ensure that the antenna is vertical. Do not point the antenna at the AV. 

 The failsafes on the RC link should be set so that the AV returns to home. Should this 

require a heading change, the antenna may move into a more desirable position and 

link will be restored. 

 The onboard equipment may block the signal. Yaw the AV so that the antennas point 

towards the GCS. 

 A LRS (long range system) can be used as a permanent solution. This is higher in 

wattage and usually on 433 Mhz. 

o Data Link Failure 

 900 Mhz do not lose link without some warning. When drop outs are noticed to 

increase in frequency that is the limit of the range. 
15 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 If using 900 Mhz, this is on cell phone frequency. If a cell tower is nearby it can 

swamp the signal. 900 Mhz may not be usable in that area. Change to a different freq. 

or remain closer to the AV 

o LOW BATTERY POWER 

 Fail-safes can be set such that in the event of low battery power, either due to a failure 

or too long of a flight, the warning light on the AV will constantly flash amber. This is 

the first level of warning. 

 The second warning level is red flashing lights 

 Auto landing will occur when battery power is low. It may land in a tree or a lake, so 

this is not desirable. 

 Landing with 80-90% of battery depleted is best. Therefore landing with 17,000 mah 

used and 3,000 mah remaining of a 20,000 mah battery is desirable. Batteries should 

be drawn down equally when in use if they are both charged equally and both in 

relatively the same condition/age. 

 Do not mix partially charged batteries. Only use completely charged batteries. 

 Over discharging a battery below 19.8V can permanently damage the battery. 

o GCS FAILURE 

 Takeover by the external pilot should happen ASAP using the RC link. 

 Most often happens due to a low battery. 

 Keep a spare 3 cell LiPoly battery with the appropriate plug to plug into the charge 

jack for emergency use. Most chargers are 19V output which is roughly equivalent to 

a 4-cell battery. 3-cell batteries may work. 

o COMPASS CALIBRATION ERROR 

 If the compass is out of calibration the warning light will flash red. This is the same 

signal as low voltage. If the voltage is correct, there is a calibration error. 

 Recalibrate the compass following the instruction manual 

o FIRE 

 Fires can occur due to a short circuit or battery failure. 

 Disconnect the battery ASAP unless there is danger in doing so if there is any 

electrical issue. 

 It is not possible to put out a battery fire. 

 Do not attempt to put out a battery fire. Use a fire extinguisher to put out fires 

surrounding the battery. A CO2 fire extinguisher is better than the powder or chemical 

type. CO2 does not leave a residue. Water can be used though it may cause other 

electrical component failures. 

o FORCED LANDINGS 

 If alternate emergency landing zones should be chosen ahead of time. 

 Be sure that the LZ is clear of people to avoid any incidents. 

 Land in the nearest LZ which is clear of people. 

 Announce your intentions of landing as loud as necessary to alert people of the 

incoming AV. 

 
16 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 4 

SET UP SUGGESTIONS 

 ELECTRONICS BURN IN 

o We recommend that you put weights onto the landing skids to keep the copter on the ground 

and run the copter at about 70% throttle for about 2 hours to burn in the electronics. Most 

electronic failures occur in the first 2 hours of operation. 

 GPS/COMPASS MAST LENGTH 

o We found that the higher the mast, the better the GPS reception 

 Nex5N vs. Nex7 vs. Canon 5D vs. Panasonic GH3 

o These cameras are excellent for stills, and very good for video. The best for video is the 

Panasonic GH4 with 4k capabilities. 

o We found that the Nex 5N takes exceptional quality stills and video, though most 

professionals use the Nex 7. The Canon 5D is better than the Nex7 due to its larger sensor. 

o Use the Panasonic GH4 if you primarily shoot video 

 RADIO SET UP 

o Follow the instructions in the manual 

o We prefer the switch assignment as shown in the checklists above though feel free to modify 

to your liking 

 COPTER COMMAND AND CONTROL 

o We recommend the use of a dual rate switch for main copter operation. 

 High rate – used to initialize the motors. The flight controller will not engage unless it 

sees full down throttle, full left rudder, full left cyclic and full back cyclic. However, 

these may be too high for normal flying. On high rate it is helpful to utilize fairly high 

exponential to make the stick feel soft around center. Adjust to your preference. 

 Low rate – used for typical flying. Set the end point adjustments such that full stick 

deflection offers the maximum speed required in normal flying. If conditions require 

higher flight speeds, switch to high rate. On low rate it is also helpful to utilize a small 

amount of exponential to make the stick feel soft around center. Adjust to your 

preference.

 ZENMUSE COMMAND AND CONTROL 

o We recommend the use of a dual rate switch for gimbal operation. 

 High rate – used to initialize the gimbal. The gimbal may not engage unless it sees full 

motion. However, these may be too high for shooting video smoothly. This is best for 

still photography so as to put the camera on target quickly. On high rate it is helpful to 

utilize fairly high exponential to make the stick feel soft around center. Adjust to your 

preference. 

 Low rate – used for videography. Set the end point adjustments such that full stick 

deflection offers the maximum speed required for videography. If conditions require 

higher gimbal speeds, switch to high rate. On low rate it is also helpful to utilize a 

small amount of exponential to make the stick feel soft around center. Adjust to your 

preference.

 TIMERS

o Use of the countdown timer is a good backup method to ensure landing with battery power. 

 Set the timer for 20 minutes (or what you deem appropriate) and have it start when the 

throttle is over 1⁄4. Then adjust the timer upwards until the amount of battery used is 

about 80-90% of the total available. If using 20,000 mah batteries, a total of 17,000 

mah would be the target. Set the timer such that you have a minute or so to land after 
17 © 2014 Troy Built Models, Inc. All Rights Reserved. 

the alarm sounds so that you have adequate time to return to base. Adjust to your 

preference.

 BATTERIES

o Replace the transmitter standard battery with a Lipoly battery to extend use times to 8 hours. 

Supplied batteries often last about 2 hours. 

 
18 © 2014 Troy Built Models, Inc. All Rights Reserved. 

NORMAL PROCEDURES 

 PREFLIGHT CHECKLIST 

o Confirm all communication radios are operational 

 Radio with ATC, if required 

 Radios with others in the group 

o Set a perimeter of 100 meters 

 Area must be clear of people to avoid collision 

o Check for overhead power lines and other obstacles to avoid 

o Check structural integrity 

 In event of prior crash, inspect all booms, props and motor mounts for excessive flex 

indicating structural fatigue/failure 

o Have a manual flight plan avoiding obstacles. 

o Load auto flight plan if using one 

 Be sure that the total flight time is under 10 minutes to avoid low battery 

o Clean lens 

 Remove lens cap 

o Ensure camera has SD card installed 

 Many flights have been wasted due to this! 

o Install batteries 

 Ensure that the straps are tight and the Velcro keeps the batteries from moving which 

will avoid a shift in the CG (Center of Gravity – or that it balances evenly) 

o Check CG (Center of Gravity) 

 Lift the copter on each of the 3 pairs of arms. The copter should balance properly. If 

not, do not fly. Rearrange the equipment such that the CG is 

o IMU pointing forward 

 The Inertial Measurement Unit is set so that it must face forward 

o GPS/Compass installed, limited free play, pointing forward 

 This device must be installed with a screw to hold it in place. It cannot vibrate easily. 

If it does not point forward, the corrections in ATTI and GPS mode will be incorrect 

and it will crash. The FC will provide a warning with constant flashing white lights. 

o Level copter using a bubble level with front pointing in correct direction for course lock – do 

not turn on 

 Keep in mind the best angle for pointing the landing gear in the direction that will 

keep the landing gear out of the shot when flying. 

o Turn on Pilot Tx 

o If using the rate gyro, set it at the correct position. This is usually a slider switch. Gains 

should have the range set from 200 – 350. Use the highest gain possible which does not cause 

oscillation. 

o Check Model Selection on Tx to be S800 

o Throttle on Tx Down 

o Return to Home switch Off 

o Adjust gain to correct position (if required) 

o Manual Flight Mode Switch to manual (not ATTI or GPS mode) 

o Flight Path Switch Off – Not Course or Home or POI 

o Check Tx battery voltage (above 7.5v) 

 These settings above are required to initialize the copter properly. If the switches are 

in the incorrect position, it will not initialize properly which may cause some of the 

functions like course lock or GPS mode to not operate properly. 
19 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 If the copter does not function properly after takeoff, land immediately and disconnect 

the copter power. Then put all the switches in the proper position for initialization and 

turn the power back on to the copter. 

o Count down timer should be set to 20 minutes. This can be adjusted to your flying style. The 

timer should engage at 1⁄4 throttle and trigger an alarm at the proper time. This is a backup 

alarm in case the indicator lights on the copter are not visible. 

o Turn on Photography Tx 

o Check Model Selection on Tx – should read Zenmuse 

o Check Tx battery voltage (above 7.5v) 

o HDMI switch Off 

o Freestyle switch Off (FPV On) 

 These settings above are required to initialize the Zenmuse properly. If the switches 

are in the incorrect position, it will not initialize properly which may cause some of 

the functions like live video or gimbal operation to not operate properly. 

 If the camera or gimbal do not function properly, disconnect the copter power. Then 

put all the switches in the proper position for initialization and turn the power back on 

to the copter. 

o Engage power to copter 

 Plug in the 2 battery packs. Typically the battery packs use red T-style connectors in a 

parallel wire harness. This Y-harness has a yellow connector. It is preferable to 

connect the batteries to the Y-harness first, then plug in the yellow connector. This 

reduces (but does not eliminate) electrical arcing. 

 6 quick chirps should be heard confirming 6S LiPoly batteries are recognized by the 

ESCs. 

 Hearing less than 6 chirps indicates fewer cell battery packs are being 

recognized which is incorrect. Check for improper or damaged batteries. 

o Do not move or vibrate the Squadcopter until 30 seconds after full GPS Lock 

 Initial 3 red blinks is normal meaning no GPS lock. No red flashes indicates full GPS 

lock. 

 Continue with checklist as you are waiting for full GPS lock, but do not move the 

copter. 

 If the GPS takes more than 5 minutes to lock, there is a problem with the area. It is not 

receiving the proper signals from the satellites. GPS signals are weak, so trees, people, 

buildings, terrain, weather, have an effect. Move the copter into a more open area 

where it can more easily see the satellites. 

o Check Copter Voltage from both Tx’s (transmitters) 

 The transmitters receive a signal from the corresponding receivers. The voltages are 

regulated to about 5v. If the voltage is below 4.4v or above 6v do not fly. There may 

be power regulation issues. The receivers cannot work outside this voltage 

consistently. Also there is some issue if the voltage is outside that range which should 

be resolved before flying. 

o Engage Attitude Mode – Must achieve double amber flash 

o Engage GPS Mode – Must achieve double purple flash 

o Engage course cock mode – Must achieve double green flash 

o Disengage course lock mode. Must achieve double purple flash. Stay in this mode until just 

prior to takeoff, after takeoff at any time, or do not use. 

o Do not engage motors. Set throttle to center position. Must achieve single purple flash when 

in GPS mode. 

 To verify that the sticks are all centered properly: 
20 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 With throttle in the center position, use the trim buttons on the transmitter to check 

that the sticks are centered. Trim the roll (the stick located on the right side of the 

transmitter when moved to the right and left) to the right, counting the number of 

clicks until a double flash occurs. Then center the trim. Then move the trim to the left, 

counting the number of clicks until a double flash occurs. An equal number of clicks 

should be counted each side of center. 

 Do this check for the 3 stick movements other than throttle. 

 Center the trim such that when the stick is in the neutral position that there are equal 

numbers of clicks in each direction. This ensures that when the sticks are neutralized 

that the flight controller will recognize this signal and engage GPS mode. 

o Calibrate GPS/Compass before the first flight each day or if receiving continuous red blinks 

or continuous white blinks. 

 Flip the GPS mode switch 7 times very quickly from manual to GPS. End with the 

switch in the manual position. The indicator light will be blue. Rotate the copter about 

1.5 turns in a horizontal position. A green flashing light indicates that this is complete. 

Then hold the copter vertically and rotate about 1.5 turns. A white flashing light 

indicates that this is complete. Repeat if necessary until this is completed. 

o After calibration, reset the copter by cycling battery with copter pointed in the correct heading 

for course lock. 

o Engage Camera 

o HDMI switch On 

 This will stop video from playing on the back of the camera and will send the video 

signal to the video transmitter via the HDMI connection. 

o Freestyle switch On (FPV Off) 

 This allows the camera to be operated freely through the transmitter 

o Verify camera operation 

 Operate the shutter 

 Set the focus to auto or manual. Manual setting is usually set to infinity to stop 

constant focusing of the camera. 

o Verify data link if installed 

 Roll the copter about 45 degrees on its side by lifting one side of the copter and resting 

one side of the landing gear on the ground 

 A corresponding roll should be seen on the gauge. 

 If the copter is rolled to the right, it will appear on the gauge that the horizon rolls to 

the left – not the right because the view from inside the copter is that the horizon rolls 

the opposite direction of the copter. 

o Verify altitude is about 0 via gauge on computer 

 If it is not about 0, the altitude settings for the waypoints will be off by this amount. 

This could cause the copter to fly at 10 meters or 30 meters if the waypoint is set for 

20 meters and the altitude is off by 10 meters one way or another. If the copter thinks 

it is at 10 meters when it is on the ground, then it will only rise 10 meters above the 

ground to achieve what it believes it to be 20 meters above the ground. 

 The altitude can be reset using the ground control software by going to altitude offset. 

o Alternate Emergency Landing Sites Established 

 NORMAL TAKEOFF 

o Confirm clear for takeoff with ATC, if required 

 Necessary if within 5 miles of an airport 
21 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 ATC clearance is required days or weeks before flying. 

o Engage GPS mode – Double purple flash when the throttle is down. 

o Switch to Course Lock flight mode if required. Purple flashes are replaced with green flashes. 

Flying in course lock is not required, but helpful in many instances. 

o Announce loudly: “CLEAR PROP” 

o Move both of the sticks to the bottom left corners to engage the motors. Within 1 second 

move the throttle up 1/8 – 1/4. The copter should not lift off until about 1⁄2 stick is reached. 

o Verify data and video links before lifting off. If anything is not working properly, move the 

throttle stick to low to disengage the motors and determine a solution. 

o If all flight checks are passed, announce loudly: “TAKING OFF” 

o Advance throttle to about 3/4. Copter must jump off of the ground to avoid one skid coming 

up before the other skid, and the skid on the ground getting caught and flipping the copter 

over sideways. 

o Ascend to 3 meters. Then decrease throttle to 1⁄2 to engage the GPS hold. 

o Verify links, GPS, Attitude, etc. Should be single purple flash. 

o Verify that the copter is holding position within .5m in all directions. 

o Verify camera operation 

o Verify course lock is operational by rotating 90 degrees and pushing forward on stick. 

o Verify copter stability. If unstable, land and reset gains, recalibrate, or retest as necessary. 

o Proceed with manual mission or 

o For autopilot operation 

 Ascend to 10 meters 

 Command AVO to proceed with mission. 

 Pilot should say “It’s yours” 

 Response from AVO “I have it” 

o Manual pilot/observer must monitor the informational LED and be ready to take over in 

manual mode when necessary. 

 White flashes indicates flight controller issue 

 Amber flashes indicates low battery 

 Red flashes indicate loss of GPS or severe battery condition 

 Quick decisions are required when red flashes are indicated 

 10 seconds or more of loss of GPS signal will stop waypoint guidance and any 

GPS hold and put into manual mode. 

 Red indicator light battery warning requires immediate landing 

o Manual pilot to request copter flight battery voltage readout from AVO periodically. 

 Reset the first and second indicator lights as required for your set up. 

 When recharging the batteries, the goal is to put 4,000 mah into a 5,000 mah battery 

pack. Adjust the voltage warnings to your style of flying. 

 Also use the countdown timer on the transmitter. This gives a good indication of 

battery level because the current used is fairly constant from flight to flight. 

 POST LANDING 

o Note flight time from transmitter. Write this down in the log book. 

o Note battery power used during the flight. Write this down in the log book. 

o ALWAYS disconnect the main power to the AV first, then turn off the transmitter. 
22 © 2014 Troy Built Models, Inc. All Rights Reserved. 

o Check motor temperatures by touching them with your fingers. Any motors which are 

excessively hot should be further inspected and possibly replaced. 

o Check battery temperatures by touching them with your fingers. Battery temperatures should 

not be hot to the touch. Battery temperatures should be slightly above ambient. 

o Inspect all components especially the propellers for wear. 

o Note in logbook which batteries were used to calculate life cycle. 

 AIRCRAFT FLIGHT LOG BOOK (Can be purchased inexpensively) 

o Keep a log of all flights. 

 Date 

 Time of Day 

 Time in Operation (in hours) 

 Battery serial numbers 

 Mah used in flight 

 Location 

 Pilot, Observer, Sensor Operator Names 

 Flight Objective 

 Remarks 

 AIRCRAFT MAINTENANCE LOG BOOK (Can be purchased inexpensively) 

o Keep a log of significant inspections, tests, repairs, alterations, equipment changes. 

 Date maintenance is performed 

 Accumulated hours of operation 

 Remarks 

 PILOT LOG BOOK (Can be purchased inexpensively) 

o Keep a log of all flights. Include the following: 

 Aircraft flown 

 Aircraft serial number 

 Date 

 Time of Day 

 Time in Operation (in hours) 

 Location 

 Flight Objective 

 Remarks 

 
23 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 5 

PERFORMANCE 

 FLIGHT TIMES 

o The AV is designed to hover at high efficiency. Hovering is much less efficient than flying on 

a wing, thus flight times are low compared to fixed wing aircraft. 

o All the weight of the AV is supported by power from the batteries. As the batteries are used in 

a flight, the amount of power available decreases. Therefore the power reserve is constantly 

decreasing as the battery is being used. Thus loading a rotorcraft above its limit is not 

recommended. While the AV may have enough power to lift off initially on a full charge, the 

power reserve at partial charge may be too low to allow for maneuvering and will result in a 

crash. 

o High lateral speeds will add lift to slightly improve efficiency. The rotors act similar to fixed 

wings at higher speeds. This increase in efficiency may be negated by the increased power 

consumption of forward flight. 

o High winds or gusts decrease efficiency/flight time. The motors work harder to hold position. 

o As weight increases flight times decrease. 

 WIRELESS TRANSMISSION 

o Refer to the specific manuals for performance ratings. 

o Wireless communications utilized provide acceptable communication for LOS. 

o In general: 

 LOS is required 

 The higher the GCS antennas, the better the range 

 Any freq. at may have severe degradation due to location to other admitters such as 

cell towers 

 RSSI (Received Signal Strength Indication) should be monitored for indication of 

communication drop out. 

 
24 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 6 

WEIGHT AND BALANCE EQUIPMENT LIST 

 CG 

o CG is critical to the efficient operation of any AV 

o When components are shifted, the CG will be altered. 

o The main components which are moved on a regular basis are the sensors and the batteries. 

o The sensors are typically in the front of the AV, and the batteries are located in the correct 

position to offset all the components on the AV. 

o The CG must be tested after any change to the components or their placement. 

o The CG should be tested by lifting the UV with fingers on the bottom of the arms. Check all 3 

pairs of arms. The CG should be no more than 2mm off in any on the 3 checks. The closer the 

CG is to the centerlines of the arms the more efficient and the more stable the AV will be. 

 WEIGHT 

o Weight is critical to the operation of any aircraft 

o Weight is especially critical to a rotor wing aircraft. At full throttle the motors have a finite 

amount of thrust. All the weight is lifted by the battery power, there is no wing to assist in 

providing lift. 

o As the batteries are operated, they lose power. At full charge they have about 25v. At 20% 

remaining capacity they have about 21v. This is a loss of 8% of the power available which is 

significant. 

o Do not overload the aircraft or there will not be sufficient reserve power to maneuver at low 

battery levels. 

 
25 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 7 

AIR VEHICLE AND SYSTEMS DESCRIPTION 

 FUEL/BATTERY REQUIRED 

o Manufacturers: Various COTS suppliers. 

o Refer to manufacturer data sheet. 

o Battery chemistry required: Lithium Polymer 

o Battery Capacity: 16,000 mah (minimum) 

o Battery cell count required: 6S (6 cells in series) 

o Battery Voltage: 21V minimum at hover, 22.2V nominal, 25.2V maximum 

o Battery Minimum Rated Discharge Rate: 20C minimum 

o Batteries used simultaneously: 1-4 typical 

o Recommended Battery Discharge Amount: 80-90% 

 WERELESS COMMUNICATIONS 

o Refer to the specific manuals for performance ratings. 

o Never power a video transmitter or receiver without an antenna connected or overload failure 

will occur. 

o Wireless communications utilized provide acceptable communication for LOS. 

o In general: 

o LOS is required. 

o Lower frequencies penetrate objects such as trees better than higher freqs. 

o Lower freqs have longer range than high freqs 

o Higher freqs can transfer more data than lower freqs 

o Higher freqs use smaller/shorter antennas 

o The higher the GCS antennas, the better the range and reception 

o Any freq at may have severe degradation due to location to other admitters such as cell towers 

o Range must be constantly monitored. 

o Alternate antenna types may be utilized to improve link/range. Patch, helical, omni, etc. can 

be substituted. They must be verified before use. 

o Alternate freqs may be utilized to improve link/range. 

 
26 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 8 

HANDLING, SERVICE AND MAINTENANCE 

 PROPELLER CARE 

o Propellers must be checked each flight for nicks or cracks 

o Propellers are designed to last indefinitely if they do not impact dust, dirt or more. 

 BATTERY CARE AND USE 

o Refer to instruction sheet included from the battery manufacturer. Typical information 

follows. 

o Batteries are highly flammable and can explode, especially when fully charged. Improper 

charging, vibration, impact, high discharge, etc. can lead to explosion and fire. Batteries must 

be charged under constant supervision and using proper precautions. 

o Batteries fully charged must be handled with extreme care. 

o Any battery which puffs up is considered damaged and must not be used. It is in a dangerous 

state. Never charge a puffed up battery. 

o Any battery which holds less than 80% of its rated capacity should be discarded. 

o Cycle test each battery after every 50 cycles or if a battery is suspected to have lost as 

significant amount of its capacity to determine the current capacity. 

o Properly dispose of batteries. First discharge the battery fully using a battery cycler. Bring to a 

recycler such as a home improvement store. 

o Always charge flight batteries under “balance” mode. 

o Flight Battery Recommended Charge Rate: 1C which takes approximately 1 hour to charge 

o Flight Battery Maximum Charge Rate: May exceed 5C. Charge rates higher than 1C will 

decrease life cycles. Maximum charge rating per the manufacturer will provide 300+ cycles. 

Use the lowest charge rate which is practical. 

o Battery Rest Time between discharging and charging: 30 minutes minimum, 1 hour 

maximum. 

o Do not charge if the battery is more than 2°C warmer than ambient, especially if the 

temperature is above 20°C. The outer surface is cooler than the inner core after use. Damage 

will occur when charging a warm battery. 

o Recommended Battery Discharge Amount: 80%. Using more of the capacity of the battery 

will decrease the life cycles 

o As battery temperature approaches freezing the capacity of Lithium Polymer batteries 

decrease. Keep warmer than 5°C before installing into the UV (unmanned vehicle). 

o Battery capacity decreases at higher discharge rates. Using more batteries decreases the 

discharge rate of each battery thereby extending individual battery capacity slightly. 

o Lower discharge rates improve the life cycles. 

o Batteries are rated at greater than 300 life cycles. 1,000+ life cycles are possible. 

o Batteries must not be stored above 60% charged state for extended periods. 

o Batteries should be stored below 25°C for extended periods 

o Store batteries between 40% - 60% charged state. Fully charge just before use. 

o Fully charged batteries which are not to be used within 24 hours should be discharged to 40% 

- 60% charged state using the battery discharger. 

o Using more than one battery at a time requires the proper wiring harness so that the voltage is 

no more than 25.2V. Over voltage will cause serious damage to electrical equipment.
27 © 2014 Troy Built Models, Inc. All Rights Reserved. 

 PREVENTATIVE MAINTENANCE 

o ANNUAL INSPECTION (SUGGESTED) 

 If the airframe has in excess of 300 hours in a one year period, an annual inspection 

must be completed by an approved technician. 

 An approved technician should disassemble the AV and inspect all components for 

wear and replace any components as required. 

 Test all batteries for capacity. 

 Upgrade firmware and software to latest revisions 

o 500 HOUR PM (SUGGESTED) 

 An approved technician should disassemble the AV and inspect all components for 

wear and replace any components as required. 

 Replace all 8 motors. 

 Test all batteries for capacity. 

 Upgrade firmware and software to latest revisions. 

 
28 © 2014 Troy Built Models, Inc. All Rights Reserved. 

SECTION 9 

SUPPLEMENTS 

COTS components have been utilized in the construction of this AV. All instruction manuals, operating 

handbooks, warning notices, and more are available as separate documents. Components which may have 

separate documentation follow. Links to these documents are available on the website. Print out the 

significant documents and keep in a notebook with the copter at all times. 

AIRFRAME 

AUTOPILOT SYSTEM 

BATTERIES 

BATTERY CHARGER 

CAMERA MANUAL 

CAMERA GCS 

DATA WIRELESS LINK 

GIMBAL CAMERA MOUNT 

GIMBAL CAMERA MOUNT SERVOS 

LAPTOP COMPUTER 

MOTORS 

ONBOARD REGULATOR 

PROPELLERS 

RC/MANUAL COMMAND & CONTROL SYSTEM 

SPEED CONTROLS (ESCs) 

VIDEO CAPTURE HARDWARE 

VIDEO CAPTURE SOFTWARE 

VIDEO WIRELESS LINK 
ATTACHMENT B