1 | Page 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. (Petiti oner) (EPC) hereby applies for an exemption from the listed Federal Aviation Regulations (FAR) to a llow commercial operation of a designated unmanned aerial system (UAS), provided such operations are c onducted 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 o ffer aerial data collection services in the fields of biology and botany, energy infrastructure inspection, and aerial mapping and survey. As described in the following pag es, the requested exemption would permit the operation of a designated UAS as set forth in this document under controlle d conditions in the National Airspace System (NAS) that would be operated safely. Approval of this ex emption would provide services that would reduce the risk associated with manned solutions, in both flig ht 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@Envi roPlusConsulting.com2 | Page 

### Unmanned Aerial System Description EnviroPlus Consulting will employ the DJI Innovati ons S-1000 octocopter aerial data collection operations. This system is manufactured by DJI Innova tions (DJI), has been exte nsively 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 sm all cameras, radio telemetry receivers, and other sensors can be attached to the pl atform 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 vi sual line-of-sight and has safety systems to warn and manage low battery-voltage situati ons. The S-1000 can be flown manually by the PIC or fly a pre-planned route using the ground control system. The S-1 000 will be flown under a comprehensive set of operational standard procedures focused on the safe ope ration of the platform to minimize risk. The S1000 has a LED lighting system to communicate key el ements of operational status at all times, in addition to the on-screen display showing flight para meters relevant to the safe operation of the UA. This UA has a maximum take-off weight of 24 pou nds. 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 te rminated 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 fo r 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 su ch use replaces manned aircraft, a net reduction in ATC burden is realized.3 | Page 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 deri ved data can be utilized for more effective wildlife management. This can be of substa ntial benefit for wildlife managers, particularly for threatened and endangered species. Economic benefit to the public Survey, mapping, and inspection of energy in frastructure facilities utilizing UAS technology is substantially more cost effective than the conventio nal 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 ach ieve 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 a dherence to the operating procedures outlined in the Pilot’s Operating Handbook (POH) and the manuf acturer’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, speci fications, 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 (V NE ) 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 a nd 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 flig ht operations. The PIC will ensure that the VO can perform the required duties of the VO.4 | Page 5. The PIC will hold either an airline transport, co mmercial, private, recreational, or sport pilot certificate and a current FAA airman medical certific ate 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 si ght (VLOS) of the PIC and VO at all times. EPC understands that definition of VLOS is human vi sion unaided by any device other than corrective lenses. 7. The primary responsibility of the VO will be to enhanc e 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 m onitoring 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 variab les 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 le vel (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 th e 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 exis ts between the various operating documents, the FAA’s Exemption, the Exemption will take prec edence. 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 oper ations will participate in the safety briefing. 12. The PIC will conduct a pre-flight inspection fo r 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 proced ures in the POH. If the pre-flight inspection reveals a condition that may affect the safe opera tion of the UAS, the aircraft will not be operated until necessary maintenance has been completed. 13. In the event of an emergency or other unpredicte d 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 emer gency procedures and maintaining appropriate distances from persons, vessels, vehicles and stru ctures. PIC qualification flight hours and currency will be logged in a manner c onsistent with 14 CFR §61.51(b). 15. The PIC and VO will have been trained in opera tion of UAS and receive current information regarding operation of the UA.5 | Page 16. PIC and VO training and evaluation flights will only be conducted during dedicated training sessions. During such sessions, the PIC will opera te 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 en sure that it is in condition for safe operation. As a minimum, inspections will be conducte d 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 ne cessary. Maintenance procedures will follow manufacturer’s recommendations regarding replacem ent, 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 f light 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 conduc ting 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 m iles of an airport reference point (ARP) unless a letter of agreement with that airport’s manageme nt 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 st ructures except in the case of the following conditions: a. Barriers are present to protect non-participating persons in the event of an accident. EPCwill ensure that non-participating persons utilize these protective barriers. If a nonparticipating person leaves a barrier and is w ithin 500 feet of the UA, flight operations will be terminated in a manner that ensur es 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 fail safe return-to-home position upon liftoff. If the UAS loses communications with the remote controll er, it will return to a liftoff location and land autonomously.6 | Page 29. EPC will report any incident, accident, or flight ope ration that transgresses the lateral or vertical boundaries of the operational area as define d 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: Airworthin ess Certificates 14 C.F.R. §91.203 (a) (1) Subpart H, entitled Airworthiness Certificates, establish es 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 safet y 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, operationa l 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 restrict ed environment and under the conditions proposed will be at least as safe, or safer, than a conventional ai rcraft (fixed wing or roto rcraft) operating with an airworthiness certificate without the r estrictions 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 pr ovide 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 sec urity posed by the UAS, due to its size, speed of operation, location of operation, lack of explosive ma terials 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 Manua l 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 ab ility 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 cer tain 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 vici nity of an airport, weather reports and forecasts, fuel requirements, alternatives available if th e 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 Airpla ne 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, relati ng to aircraft performance under expected values of airport elevation and runway slope, aircra ft 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 ci vil aircraft (except a manned free balloon) that is being used for flight instruction unless that ai rcraft has fully functi oning 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: Minimu m 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 mi nimums prescribed, provided the person operating the helicopter complies with any route or altit udes 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 w ill only be operated in a controlled environment, where structures, vessels, vehicles, and non-particip ating people will not be exposed to operations. The equivalent level of safety w ill 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 re presentative. Unlike conventional aircraft, the UA requires no flammable fuel, a safety enhancement at low altitude. Further, since the UA will be operated8 | Page at 400 AGL or less, it will maintain separation from ma nned 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 airc raft below 18,000 feet MSL to maintain cruising altitude by reference to an altimeter that is set to a particular barometric pressu re (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 altit ude 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 patte rn altitudes will have the ability to accurately determine that altitude. Conversely, the S-1000 automatically sets its zero altit ude 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 f eet AGL, it is appropriate for the altimeter to display in AGL instead of MSL ther eby 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 co mbustion engine, there is no conventional fuel consumption. Further, the flight times for the S-10 00 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 moni tored 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 requi red 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 dup licate 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 unl ess the airworthiness certificate required by paragraph (a) of this section or a special f light 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 rega rding 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 regist ration certificate or to display it on the UAS. An equivalent level of safety will be achieved by keep ing 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 main tenance, 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 afte r 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 r ecommended by the POH and the manufacturer. 2. A test flight will be performed after any maintena nce 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 cust omize the checklists to their exact needs. Please print out this handbook, make notes while wa tching the video regarding the chec klist, then change the wording and order to suit your needs. Then pr int out the revised form and laminate it in plastic. Carry it you’re your aircraft. Then use it every time you operate your airc raft. 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 aircra ft 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 wi ll 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 number s 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 cap acity 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 whic h 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 alternat e 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, Re turn 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 positi on. 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 M ode – Remote Cmdr must be “on”, manual focus, intelligent auto) o Verify data link if installed – rollin g 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 corner s, then immediately rais e 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 li nks 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. S hould be single green flash. Verify wireless link, GPS hold, camera operation, gauges, etc. are working properly. o Verify course lock is operational by rotati ng 90 degrees and pushing forward on stick. o Verify copter stability. If unstable, land and re set 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 inform ational LED and be ready to take over in manual mode when necessary. o Manual pilot to request copter flight battery voltage r eadout 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 dete rmine 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/instab ility 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 mu st a little more than typical ascent power. o Red Flashes (1, 2 or 3 flashes with pauses) – G PS 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 utili zed. Some may have slight modificati ons 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 u tilizing constantly evolving software , it is important to periodically check for online upgrades to the COTS components, including hard ware, 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, especi ally 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 extensiv e 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 duri ng 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 G PS 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, IM U, Master Controller, Powe r 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 Disc harge Rate: 20C minimum o Battery Minimum Charge Ra te: 1C (3C preferable) o Battery Rest Time between discha rging and charging: 0-30 minutes o Batteries used simultaneously: 1-4 o Recommended Battery Di scharge 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 with out 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 disc harge, etc. can lead to expl osion and fire. Batteries must be charged under constant superv ision 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 requi res weight and balance checks. Proper CG is critical to performance. Airf rame 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 consid erably 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 & POWERPL ANT 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% discharg e of rated battery capacity o Do not charge batteries which ar e warmer than air temperature o Allow batteries to cool af ter 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 en sure batteries were in stalled 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 fros t or ice on the propellers o In warm temperatures
 Batteries heat up when discharged
 The higher the discharge rate the higher the tem perature 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 elec tronics 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 pene trate 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 alte rnative 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 w ill be increased in thrust au tomatically by the flight controller to ove rcome the loss
 In cases where the airframe is highly load ed 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 fi rst! 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 pe rpendicular 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 b ack to the GCS until link is restored.
 Transmitters produce heat when in oper ation. When overheated they may have thermal protection which interrupts use tempor arily. 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 ther e 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 m ay 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 wa rning. 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 fre quency. If a cell to wer 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, ei ther 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 de sirable. Batteries should be drawn down equally when in use if th ey 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 th e 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 follo wing the instruction manual

o FIRE
 Fires can occur due to a shor t 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 m ay 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 l oud 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 la nding 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 th e 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 ve ry good for video. The best for video is the Panasonic GH4 with 4k capabilities. o We found that the Nex 5N takes excepti onal quality stills a nd video, though most professionals use the Nex 7. The Canon 5D is be tter 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 cent er. Adjust to your preference.  ZENMUSE COMMAND AND CONTROL o We recommend the use of a dual ra te switch for gimbal operation.
 High rate – used to initialize the gimbal. Th e 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 targ et quickly. On high rate it is helpful to utilize fairly high exponential to make the stick feel soft ar ound 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 stic k feel soft around center. Adjust to your preference. 

###  TIMERS 

### o Use of the countdown timer is a good backup met hod 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 batter ies, 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, insp ect 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 Ve lcro 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 ar ms. 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 se t 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 warn ing with constant flashing white lights. o Level copter using a bubble level with front pointing in correct directi on for course lock – do not turn on
 Keep in mind the best angle for pointing th e 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 th e 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 ma nual (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 initiali ze the copter properly. If the switches are in the incorrect position, it will not initial ize properly which may cause some of the functions like course lock or G PS mode to not operate properly.

## 19 © 2014 Troy Built Models, Inc. All Rights Reserved.  If the copter does not function properly afte r takeoff, land immediately and disconnect the copter power. Then put all the switche s 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 throt tle and trigger an alarm at th e 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 init ialize the Zenmuse properly. If the switches are in the incorrect position, it will not ini tialize 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 prope rly, disconnect the copter power. Then put all the switches in the pr oper position for initialization an d turn the power back on to the copter. o Engage power to copter
 Plug in the 2 battery packs. Typically the ba ttery 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 firs t, then plug in the yellow connector. This reduces (but does not elimin ate) electrical arcing.
 6 quick chirps should be heard confirming 6S LiPoly batteries are recognized by the ESCs.  Hearing less than 6 chirps indicate s fewer cell battery packs are being recognized which is incorrect. Check fo r 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 G PS 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 satellite s. GPS signals are wea k, 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 re ceivers. 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 receiv ers cannot work outside this voltage consistently. Also there is some issue if th e voltage is outside th at range which should be resolved before flying. o Engage Attitude Mode – Mu st 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 doubl e 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 cente r position. Must achieve si ngle purple flash when in GPS mode.
 To verify that the sticks are all cente red 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 positi on that there are equal numbers of clicks in each direction. This en sures that when the sticks are neutralized that the flight controll er will recognize this signa l and engage GPS mode. o Calibrate GPS/Compass before the first flight each day or if receivi ng continuous red blinks or continuous white blinks.
 Flip the GPS mode switch 7 times very qui ckly from manual to GPS. End with the switch in the manual position. The indicator li ght will be blue. Rotate the copter about 1.5 turns in a horizontal position. A green flashi ng 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, rese t the copter by cycling battery with co pter 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 th e 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 co pter 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 me ters 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 c ontrol 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 fl ash when the throttle is down. o Switch to Course Lock flight mode if required. Pu rple flashes are replaced with green flashes. Flying in course lock is not requ ired, but helpful in many instances. o Announce loudly: “CLEAR PROP” o Move both of the sticks to the bottom left co rners to engage the mo tors. Within 1 second move the throttle up 1/8 – 1/4. The copter shou ld not lift off until about 1⁄2 stick is reached. o Verify data and video links befo re 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 passe d, announce loudly: “TAKING OFF” o Advance throttle to about 3/4. C opter 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 thro ttle 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 .5 m in all directions. o Verify camera operation o Verify course lock is operational by rotati ng 90 degrees and pushing forward on stick. o Verify copter stability. If unstable, land and re set 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 inform ational 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 G PS or s evere battery condition
 Quick decisions are required wh en red flashes are indicated
 10 seconds or more of loss of GPS si gnal will stop waypoint guidance and any GPS hold and put into manual mode.
 Red indicator light battery warn ing requires immediate landing o Manual pilot to request copter flight battery voltage rea dout from AVO periodically.

 Reset the first and second indicato r 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 warn ings to your style of flying.

 Also use the countdown timer on the tran smitter. This gives a good indication of battery level because the current used is fa irly constant from flight to flight.

 POST LANDING o Note flight time from transmitte r. Write this down in the log book. o Note battery power used during the f light. 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 w ith your fingers. Battery temperatures should not be hot to the touch. Battery temperatur es should be slightly above ambient. o Inspect all components especia lly the propellers for wear. o Note in logbook which batteries were used to calcul ate 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 pur chased inexpensively) o Keep a log of all flight s. Include the following:
 Aircraft flown
 Aircraft serial number
 Date
 Time of Day
 Time in Operation (in hours)
 Location
 Flight Obje ctive
 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 av ailable decreases. Therefore the power reserve is constantly decreasing as the battery is be ing used. Thus loading a roto rcraft 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 lo w to allow for maneuvering and will result in a crash. o High lateral speeds will add lift to slightly impr ove efficiency. The rotors act similar to fixed wings at higher speeds. This increase in effi ciency may be negated by the increased power consumption of forward flight. o High winds or gusts decrease effici ency/flight time. The motors wo rk 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 provi de 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 BALANC E 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 regula r basis are the sensors and the batteries. o The sensors are typically in the front of the AV, and the batter ies 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 Disc harge Rate: 20C minimum o Batteries used simulta neously: 1-4 typical o Recommended Battery Di scharge Amount: 80-90%

 WERELESS COMMUNICATIONS o Refer to the specific manuals for performance ratings. o Never power a video transmitter or receiver with out an antenna connected or overload failure will occur. o Wireless communications utilized provi de 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 disc harge, etc. can lead to expl osion and fire. Batteries must be charged under constant superv ision 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 ra ted capacity should be discarded. o Cycle test each battery after every 50 cycles or if a battery is suspect ed to have lost as significant amount of its capacity to determine the current capacity. o Properly dispose of batteries. Firs t discharge the battery fully usi ng a battery cycler. Bring to a recycler such as a home improvement store. o Always charge flight batt eries under “balance” mode. o Flight Battery Recommended Charge Rate: 1C which takes approximately 1 hour to charge o Flight Battery Maximum Charge Rate: May exce ed 5C. Charge rates higher than 1C will decrease life cycles. Maximum charge rating pe r 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 c ooler than the inner co re after use. Damage will occur when charging a warm battery. o Recommended Battery Discharge Amount: 80%. Us ing more of the capacity of the battery will decrease the life cycles o As battery temperature appro aches 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 ex tending 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 cy cles 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 disassem ble the AV and inspect all components for wear and replace any components as required.
 Test all batteries for capacity.
 Upgrade firmware and softwa re to latest revisions

o 500 HOUR PM (SUGGESTED)
 An approved technician should disassembl e 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 softwa re 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