May 5, 2015

 Exemption No. 11463

 Regulatory Docket No. FAA–2015–0237

Mr. Jeffrey Skelley

Jeff Skelley Studio

6770 West State Highway 89A

Unit 118

Sedona, AZ 86336

Dear Mr. Skelley:

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends.

The Basis for Our Decision

By letter dated January 17, 2015, you petitioned the Federal Aviation Administration (FAA) 

for an exemption. The exemption would allow the petitioner to operate an unmanned aircraft 

system (UAS) to conduct aerial photography, videography and data collection.

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption.

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a DJI Inspire 1.
2

The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public Law 112−95 in reference to 49 U.S.C. § 44704, and in 

consideration of the size, weight, speed, and limited operating area associated with the 

aircraft and its operation, the Secretary of Transportation has determined that this aircraft 

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 

14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

Certificates, and any associated noise certification and testing requirements of part 36, is 

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (UA) with the specifications described by the petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that—

 They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and

11213 also apply to the situation you present; and 

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, 

delegated to me by the Administrator, Mr. Jeffrey Skelley is granted an exemption from 

14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 91.119(c), 

91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b), to 

the extent necessary to allow the petitioner to operate a UAS to perform aerial data collection.

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

Conditions and Limitations

In this grant of exemption, Mr. Jeffrey Skelley is hereafter referred to as the operator.
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Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI Inspire 1 when 

weighing less than 55 pounds including payload. Proposed operations of any other 

aircraft will require a new petition or a petition to amend this exemption.

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate or 

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used 

to satisfy the VLOS requirement as long as the PIC always maintains VLOS 

capability. The VO and PIC must be able to communicate verbally at all times; 

electronic messaging or texting is not permitted during flight operations. The PIC 

must be designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the operating documents. The operating 

documents must be accessible during UAS operations and made available to the 

Administrator upon request. If a discrepancy exists between the conditions and 

limitations in this exemption and the procedures outlined in the operating documents, 

the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 
4

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update or 

revision would affect the basis upon which the FAA granted this exemption, then the 

operator must petition for an amendment to its grant of exemption. The FAA’s UAS 

Integration Office (AFS−80) may be contacted if questions arise regarding updates or 

revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation 

or flight characteristics, e.g. replacement of a flight critical component, must undergo 

a functional test flight prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g. inoperable components, items, or equipment. If the 

inspection reveals a condition that affects the safe operation of the UAS, the aircraft is 

prohibited from operating until the necessary maintenance has been performed and the 

UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and 

aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer 

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

ability to safely operate the UAS in a manner consistent with how the UAS will be 

operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 
5

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not 

denoted with an ARP, the center of the airport symbol as denoted on the current 

FAA-published aeronautical chart, unless a letter of agreement with that airport’s 

management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made available 

to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a 

pre-determined location within the private or controlled-access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA.

22. All aircraft operated in accordance with this exemption must be identified by serial 

number, registered in accordance with 14 CFR part 47, and have identification 

(N−Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable.
6

23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station of the UAS any time the aircraft is operating. These 

documents must be made available to the Administrator or any law enforcement 

official upon request.

24. The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

from the UA and/or debris in the event of an accident. The operator must ensure 

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and

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

for operating closer to those objects and the PIC has made a safety assessment of 

the risk of operating closer to those objects and determined that it does not

present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption.

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported 

to the FAA's UAS Integration Office (AFS−80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions 

contained on the NTSB Web site: www.ntsb.gov.

If this exemption permits operations for the purpose of closed-set motion picture and 

television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption.
7

30. At least 3 days before aerial filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local Flight Standards 

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

notification may be waived with the concurrence of the FSDO. The plan of activities 

must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted 

under this grant of exemption;

c. Name and phone number of the person responsible for the on-scene operation of 

the UAS;

d. Make, model, and serial or N−Number of UAS to be used;

e. Name and certificate number of UAS PICs involved in the aerial filming;

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the filming production event; the list of those 

who gave permission must be made available to the inspector upon request;

g. Signature of exemption holder or representative; and

h. A description of the flight activity, including maps or diagrams of any area, city, 

town, county, and/or state over which filming will be conducted and the altitudes 

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91.

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

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service
Jeffrey Skelley, Jeff Skelley Studio, Sedona AZ, Section 333 Exemption Petition 

January 17,2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave, SE \, 

Washington, DC 20590 ~', 

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation 

Regulations from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 

91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 

91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b) 

Dear Sir or Madam, 

I, Jeffrey Skelley, am writing pursuant to the FAA Modernization and Reform Act of 

2012 and the procedures contained within 14 C.F.R. 11, to request that I, Jeffrey 

Skelley, an owner and operator of small unmanned aircraft, be exempted from the 

Federal Aviation Regulations (FARs) listed so that I may operate my small, light weight 

unmanned aircraft system (UAS) commercially in airspace regulated by the Federal 

Aviation Administration (FAA). 

I am a former first lieutenant in the Arizona Wing of the Civil Air Patrol, the Search 

and Rescue arm of the United States Air Force, Squadron 205, Sedona Arizona. I flew 

close to 50 SAR's (Search and Rescue missions) in my 4 years as Mission Rated 

Pilot. I also served as Senior Flight Operations Officer, (Appendix A), and often 

coordinated flight activities in concert with the DEA (Coyotes) and Federal and local 

Police and firefighting agencies. I have examined virtually every square mile of the 

state of Arizona from an altitude of 300 to 500 feet, the optimum altitude for 

spotting, when many times the slightest error could prove fatal. I can state that flying 

a UAS which contains no flammable material (or me) over mountainous, rocky, 

wooded territory is far safer than anything I flew in the past. It is impossible to 

compare the two. In addition to flying the USAF corporate CAP bird, a Cessna 182, I 

flew over 350 hours in my own plane, a Globe Swift. I am thoroughly familiar with 

airspace and communication regulations countrywide, statewide, and particularly 

locally, where a half hour flight over our beautiful Sedona country was the way my 

wife and I started our morning on many occasions. The fact that I hold a Private Pilot 

certificate and performed with honors for the USAF CAP demonstrates my high regard 

for safe operations as well as having the necessary high-level understanding of the 

NAS and FAR's. 

I have also worked off and on in the film production industry as a writer, director and 

cameraman in New York, Las Vegas and Los Angeles for over 30 years. I 

photographed for an aerial photography business taking pictures of expensive real 

estate and mansions in Newport Rl, which proved to me the value of aerial real 

1 
Jeffrey Skelley, Jeff Skelley Studio, Sedona AZ, Section 333 Exemption Petition 

estate photos and video. I have made over 600 TV commercials, and filmed bits of 

every kind of motion picture and TV production imaginable. I was a producer for 

Channel 18 in Sedona, and helped produce videos for Land Rover/Range Rover 

locally and served as cameraman/safety diver for a National Geographic production 

"Catch and Release" in the Carribbean. I am a licensed US Coast Guard 100 ton 

Master Ship's Captain and that's another reason why I understand not just what 

regulations are, but why they are. 

I became interested in UAS's during a filmmaker's EXPO in Hollywood in 2010, when I 

met some of the makers of the movie Oceans. A small helicopter drone was used to 

amazing advantage and I realized then the incredible potential of the technology. At 

the time, the professional level of this kind of filming was extremely expensive, but I 

had discovered a very interesting hobby that I hoped to turn into a business 

someday. Because of the incredible strides in UAS technology over the last few years, 

and the affordability, someday is now. I work with several small UAS's, and utilize a 

simulator before and after every flight to analyze performance. The simulator can 

create or duplicate almost every conceivable scenario and I consider it mandatory in 

all my flight operations. I always operate in accordance with FAA rules as to altitudes 

and airspace restrictions, and in accordance with MTOM guidelines (Motion Picture 

and Television Operations Manual). Flights are planned in advance to eliminate 

hazards to persons and property. Required permits are obtained. The operator limits 

or controls access to provide safety. All flights are line-of-sight, and a spotter is 

always used. I always carry a handheld 720 channel aircraft radio tuned to the 

appropriate air traffic frequency and a GPS. These drones all have the same basic 

light weights, and flight and safety characteristics. I expect to obtain a DJI Inspire 

(Appendix B) when it comes available sometime in February which will become my 

primary platform for video productions. 

I want to establish my company in the Sedona area, our home for the past 25 years, 

considered one of the most beautiful places on earth (Appendix C). I will be working 

primarily with the Realtor's Association, who expect to benefit financially by adding 

the kind of proven value only a UAS video can make to their presentations. I will also 

sell the area itself which supports every kind of outdoor activity that has made 

Sedona a world class destination. The area abounds with archaeological and 

anthropological study areas that would value the UAV's unique perspective. The 

community college here has a highly acclaimed film school that could be exposed to 

the limitless benefits that UAS's promise in film, science, and agriculture. I want to 

share with these other agencies, and the FAA, any relevant information this new field 

stimulates. 

With my experience as a pilot and videographer, I believe I can set an example for the 

safe, responsible flight operations of a UAS, just as I did for the CAP. Education is the 

catalyst that leads to compliance and I hope to be active in presenting not just the 

economic benefits of drones but also to demonstrate the safety issues to everyone's 

satisfaction. All great ideas have critics, until education finally proves their worth. I 

hope to do just that. 

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Jeffrey Skelley, Jeff Skelley Studio, Sedona AZ, Section 333 Exemption Petition 

I respectfully request the grant of an exemption allowing me to operate light weight, 

remote controlled UAS's to enhance real estate listing videos, to create responsible 

awareness of this economically powerful technology, to further education in creative 

applications of UAS's, to increase tourism to this vacation driven economy, and, if 

requested, to assist in search and rescue operations. The size, speed, operating 

environment, limitations and level of operator's experience provide an "equivalent 

level of safety" or better when operating a UAS for the public interest as outlined in 

Section 333 in the FAA modernization and Reform Act of 2012. 

Contact Information: 

Jeffrey Skelley 

6770 W State Hwy 89A 

Unit 118 

Sedona,AZ 86336 

(928) 300-6345 

jeffskelley@hotmail.com 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

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

Sets forth requirements for procurement of necessary airworthiness certificates. The 

size, weight, and enclosed operations area of the proposed lightweight UAS's permits 

exemption from Part 21 because the UAS meets and exceeds an equivalent level of 

safety pursuant to Section 333 of the Reform Act. 

14 C.F.R. 91.7(a) 

Prohibits the operation of an aircraft without an airworthiness certificate. As no such 

certificate will be applicable in the form contemplated by the FAR's, this regulation is 

inapplicable. 

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

Requires an aircraft flight manual in the aircraft. As there are no on board pilots or 

passengers, and given the size of the UAS's, this Regulation is inapplicable. The FAA 

has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 

8738,9299, 9299A, 9565, 95658, 10167, 10167A, 10602, 10700 and 32827. 

14 C.F.R. 91.121 

Regarding altimeter settings is inapplicable insofar as the UAS's applied for all use 

electronic global positioning systems with a barometric sensor.Aiso, line of sight 

operations provide separation from other aircraft, obstructions, and terrain, providing 

an equivalent level of safety. 

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Jeffrey Skelley, Jeff Skelley Studio, Sedona AZ., Section 333 Exemption Petition 

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

Provides for the carrying of civil aircraft certifications and registrations. These are 

inapplicable for the same reasons described above. The equivalent level of safety will 

be achieved by maintaining any such required certifications and registrations by the 

operator, Jeffrey Skelley. 

14 C.F.R. 45.23; Marking of the Aircraft 

Applicable Codes of Federal Regulation require aircraft to be marked according to 

certain specifications. UAS's are by definition unmanned and have no cockpit or 

cabin on which to fix letters or numbers. Also, the aircraft is smaller than the 

minimum required size of the letters and numbers stipulated. The FAA has previously 

issued exemptions to this regulation through Exemptions Nos. 8738, 10167, 

10167 A and 10700. 

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

Persuant to 14 C.F.R. 61.113 (a) and (b), private pilots are limited to non-commercial 

operations. I, Jeffrey Skelley, can achieve an equivalent level of safety as achieved by 

current Regulations because my UAS does not carry any pilots or passengers. The 

risks of operating my UAS are far less than the risk levels in the commercial activities 

outlined in C.F.R. 61 et seq., thus allowing me to operate my UAS only in a way that 

meets and exceeds current safety levels in relation to 14 C.F.R. 61.113 (a) and (b). 

14 C.F.R. 91.119; Minimum Safe Altitudes 

Prescribes safe altitudes for the operation of civil aircraft. It allows helicopters to be 

operated at lower altitudes in certain conditions. My UAS will never be operated 

above 400 AGL, and rarely more than half that. It will also be operated away from 

public and traffic, providing a level of safety below the standard of 400 AGL, 

equivalent to or below current minimum safe altitudes. Given the size, weight, 

maneuverability and speed of my UAS, an equivalent or higher level of safety will be 

achieved. 

14 C.F.R. 91.45 (a); 407 (a) (1); 409 (a) (2); 417 (a) and (b); Maintenance 

Inspections 

Requires, amongst other things, that aircraft owners and operators to "have [the] 

aircraft inspected as prescribed in subpart E of this part and shall between required 

inspections, except as provided in paragraph (c) of this section, have discrepancies 

repaired as prescribed in part 43 of this chapter .... " 

These regulations apply only to an aircraft with an airworthiness certificate. They will 

not, therefore, apply to my UAS. However, as a safety precaution I will inspect my UAS 

before and after every flight. 

A Summary the FAA May Publish in the Federal Register 

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

21 Subpart H, entitled Airworthiness Certificates, sets forth requirements for 

procurement of necessary airworthiness certificates in relation to FAR 91.203 (a) (1). 

The size, weight, and enclosed operational area of my UAS permits exemption from 

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Jeffrey Skelley, Jeff Skelley Studio, Sedona AZ, Section 333 Exemption Petition 

Part 21 because my UAS meets an equivalent level of safety pursuant to Section 333 

of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness 

certificate requirement under both the Act (49 U.S.C. 44701 (f) and Section 333 of 

the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the 

airworthiness certificate requirement in consideration of the weight, size, speed 

maneuverability and proximity to areas such as airports and dense populations. My 

UAS meets or exceeds each of the elements. 14 C.F.R. 91.7 (a) prohibits the 

operation of an aircraft without an airworthiness certificate. As nom such certificate 

will be applicable in the form contemplated by the FAR's, this regulation is 

inapplicable. 14 C.F.R. 91.9 (b) (2) requires an aircraft flight manual in the aircraft. 

As there are no pilots or passengers, and given the size of the UAS's, this regulation 

is inapplicable. An equivalent level of safety will be achieved by maintaining a 

manual. The FAA has previously issued exemptions to this regulation in Exemption 

Nos. 8607, 8737,8738, 9299, 9299A, 9565, 95658, 10167 maintenance program 

that involves regular software updates and curative measures for any damaged 

hardware. Therefore an equivalent level of safety will be achieved. 

In Summary, Jeffrey Skelley seeks an exception from the following Regulations: 

14 C.F.R. 21, subpart H; 14 C.F.R. 45.23 (b); 14 C.F.R. 61.113 (a) and (b); 14 C.F.R. 

91.7 (a); 14 C.F.R. 91.9 (b) (2); 14 C.F.R. 91.103 (b); 14 C.F.R. 91.109; 14 C.F.R. 

91.119; 14 C.F.R. 91.121; 14 C.F.R. 91.151 (a); 14 C.F.R. 91.203 (a) and (b); 14 

C.F.R. 91.405 (a); 14 C.F.R. 91.407 (a) (1); 14 C.F.R. 91.409 (a) (2); 14 C.F.R. 

91.409 (a) (2); and 14 C.F.R. 91 . .417 (a) (b) to commercially operate my small 

unmanned lightweight aircraft to provide a beneficial and currently unavailable 

service to government organizations and the general public that will serve the public 

interest. It is possible to operate UAS's so as not to pose a threat to national security 

or the public if done so safely and responsibly. I, Jeffrey Skelley, have proven in my 

actions as USAF CAP Search and Rescue Mission Pilot and Flight Operations Officer, 

and US Coast Guard Licensed Master Captain, that I will perform my duties as UAS 

pilot in a safe manner and in accordance with established rules of conduct. I hereby 

respectfully request that the FAA grant my exemption request. 

Jeffrey 

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Jeffrey Skelley, Jeff Skelley Studio, Sedona, AZ Section 333 Exemption Petition 

Appendix A 

Civil Air Patrol Senior Member Training Program 
NATIONAL HEADQUARTERS CIVIL AIR PATROL 

United States Air Force Auxiliary 

Maxwell AFB AL 36112-5572 

CIVIL AIR PATllOL 

SENIOR MEMBER TRAINING PROGRAM 

SPECIALTY TRACK STUDY GUIDE 

Flight Operutions Officer 

FOREWORD 

CAP PAMPHLET 210 (E) 

1 May 1985 

The Flight Operations Specialty is designed to assist those individuals who have selected operations. or specifu:ally flight ope~ations. as their field to progress from an entry level rating of technician to the highest level rating of Master 

Flight Operations Officer. This track is divided into three skill ratings: (l) Technician. (2) Senior Flight OperaUons, 

and (3) Master Flight Operations Officer. 

a. Technician. Technician is the entry level and is designed to familiarize the individual with the basic CAP flight 

operations and to prepare him for training at any unit level. · 

b. Senior Flight Operations Officer. A Senior Flight Operations Officer should have a thorough knowledge and 

understanding of all areas of flight operations. He must be able to direct the flight operations at any unit level. 

c. Master Flight Operations Officer. A Master Flight Operations Officer has extensive knowledge of all phases of 

flight operations. He must be able to direct the flight operations at any unit level. This is the final flight operations 

step designed to help the individual prepare for duties as an operations officer at any level of command. 

Achievement of the above skill ratings is one of the criteria for promotion to CAP officer grades commensurate 

with individual qualifications and experience. Complete details are outlined in CAPR 35-5, "CAP Officer Appointments and Promotions." 

Supersedes CAPP 210, 7 June 1973. 

OPR:DOO 

Distribution: 1 each CAP Unit; 1 each USAF-CAP Liaison Region and Wing Liaison Office. 
' . 2 CAPP 210 (E) 

FLIGHT OPERATIONS OFFICER TRAINING GUIDE 

Tecblllclaa Rating 

1. Position Description. Performs duties as assigned 

by the unit operations officer: Responsible for the 

management of CAP aircraft and aircrews at any unit 

level. 

2. Objeltlves (Refereace Source CAPR 60-1). To 

develop an understanding of the flight ·management 

policies and procedures of CAP. These are to include 

the specific limitations as to who may fly or ride in CAP 

aircraft, how CAP aircraft may be flown, safety of 

flight operations, and the administrative procedures 

that govern the flight operations. To prepare an individual for entry into the Senior Flight Operations Officer level of training. 

3. Functions and ResponsibUltles (Reference Source 

CAPR 60-J). Attainment of the Technician Level Flight 

Operations Officer training requires a complete · 

familiarization of and proficiency in flight operations 

management at the squadron level and above. 

a. Knowledge Reftalremeats: 

(1) Must meet the minimum requirements 

of a CAP pilot as described in CAPR fiO..l. 

(2) Be familiar with Federal Aviation 

Regulations Parts 61 and 91. 

(3) Be familiar with the wing's flight 

management policies. 

(4) Be familiar with CAP directives in the 

SO, 55, 60, and 62 series. 

(5) Be thoroughly familiar and possess a 

working knowledge of CAPR 60-1. · 

b. Performance Requirements: 

(J) Complete Level I, Senior Member 

Training Program. 

(2) Attain 6 months experience. 

(3) Display ability to perform assigned 

duties with minimum supervision. 

(4) Read appropriate directives. 

(5) Assist the operations offtcer to develop 

and implement supplemental and augmenting procedures for higher headquarters plans, programs, and 

directives (reference paragraph 3a(3) and (4). 

(6) Assist in the establishment of squadron 

reporting procedures to determine the success of 

squadron flight operations programs. 

(7) Assist the unit operations officer in the 

development of standard operating procedures for control and operation of unit aircraft. 

(8) Assist in the development of the neces· 

sary flight operations policies and procedures to ensure 

safe mission accomplishi:nent and to provide adequate 

guidance to the unit personnel involved. 

(9) Help develop and implement accident 

prevention programs and reporting procedures. 

(10) Issue required flight orders for the operations offtcer. Assure that the ''Flight Release" records 

are completed as required by CAPR 60-1. 

(11) Be familiar with the standardization and 

evaluation program of the individual squadron and 

wing. 

(12) Establish continuing training programs 

to include, but not limited to, specific flight manual 

changes, review of the Federal Aviation Regulations, 

night operations administrative policies and procedures, aircraft flight operations, local operating procedures, safety, etc. 

(13) Be aware of the safety offtcer's responsibilities and be thoroughly familiar with the operations 

officer's policies and responsibilities toward the safety 

program. 

(14) Be aware of the emergency services officer's responsibilities. 

{1 S) Assist the unit commander, unit operations officer, and unit finance officer in the administr&>-

tion of flying expenses and payments. 

c. Addditional Training Areas. Complete review 

of FARs Parts 61 and 91; National Transportation Safety Board Part 830 (rules pertaining to aircraft accidents, 

incidents, overdue aircraft, and safety investigations); 

CAPMs 50-15 and 20-1; CAPRs 55-1, 55-10, SO.ll, and 

76-1; and CAP Forms 78, 79, 99, 101, and 107. 
'. 

·. 

CAPP 210 (E) 3 

FLIGHT OPERATIONS OFFICER TRAINING GUIDE 

Senior Ratiaa 

1. Position Desaipdon. The Settlor Flisht Operations Officer is a flight ~anager. He/she is responsible 

to the group or wing commander (if filling a group or 

wing staff position) for the overall management and 

control of aircrews, aircraft, and flight operations at 

that level of operations. 

2. Objectives. To train an individual who is qualified 

to manage" the flight operations at any unit level and to 

prepare him/her for training to be an operations officer. 

3. Fundions IUid Responsibilities~ Attainment of the 

Senior Level Flight Operations Officer training requires 

a complete knowledge of and experience in flight operations and management at squadron level. It further requires that the individual be proficient in group or wing 

level flight operations management policies and pro~ 

cedures. 

a. Knowledge Rtqulmneats: 

(1) Completion of technician level training 

for flight operations officer. 

(2) Must be thoroughly familiar with . all 

Federal Aviation Regulations governing flying operations of CAP aircraft. 

(3) Must be thoroughly familiar with the 

region and wing flight management policies. 

(4) Must be thoroughly familiar and have 

working knowledge of CAP directives in the SO, SS, 60, 

and 62 series. 

(5) Must have detailed working knowledge. 

of CAPR 60-1. 

b. Performa~ Requirements: 

(1) Complete Level II, Senior Member 

Training Program. 

(2) Be familiar with governing directives. 

(3) Display ability to perform assigned 

duties without supervision. 

(4) Attain l year experience. 

(5) Must be able to assist the unit operations 

officer in the development of plans, programs, and 

directives to govern the unit or operations and to augment or supplement higher headquarters plans, programs, and directives. 

(6) Must be able to assist in the establishment of unit reporting procedures to determine the success of squadron flight operations programs. 

(7) Must have a thorough knowledge of the 

emergency services operation at any miit level. 

(8) Must become thoroughly familiar with 

the CAP standardization and evaluation program. 

(9) Must be thoroughly familiar with the 

accident prevention programs and reporting procedures 

and the responsibilities of the flying safety officer. 

(10) Must be able to project and control situations to avoid unexpected safety risks involving flight 

operations. 

(11) Must be able to evaluate the flight operations of his/her unit and the units assigned to the 

group or wing. 

(12) Must be thoroughly familiar and have 

an excellent working knowledge of all flight training 

programs of the CAP, i.e., flying clinics, FAA tligbt in· 

structor seminars, air mobility exercises, etc. (Reference 

CAPR S0-11, CAPR 55-10, CAPR 60-1, CAPM 50-IS.) 

(13) Must develop the ability to manage 

rather than operate the flight operations activities. This 

includes the administrative procedures required in the 

flying activities, i.e., flight clinic requests, reports, and 

financial accounting in accordance with CAPR 50-11; 

AME requests record keeping, and reporting in accordance with CAPR 55-10. 

(14) An understanding of the CAP insurance 

program is necessary. 

(15) Upgrade to CFI is recommended. 

c. Additional Tralnlag Areas. Continued review 

of FARs Parts 61 and 91; National Transportation Safety Board Part 830 (rules pertaining to aircraft accidents, 

incidents, overdue aircraft, and safety investigations); 

CAPMs 50-15 and 20-1; CAPRs 55-I, 55-10, SO-II, and 

76-1; and CAP Forms 78, 79, 99, 101. and 107. 
., 

4 CAPP 210 (E) 

FLIGHT OPERATIONS OmCER TRAINING GUIDE 

~lterRadag 

t. Position Deseriptfoa. Qualified to perform the 

duties of any unit level flight operations upon completion of this level of training. Responsible for management of the entire flight operations program. 

l. · Objectives. To develop the overall flight operations program within his/her unit of command and to 

supervise tile flight operations of subordinate units. 

Develop a complete and thorough knowledge of all 

aspects of flight operations to enable the individual to 

efficiently, effectively, and safely manage the flight 

operations of an entire region, if required. 

3. Functions and Respoasibllitiet. Attainment of 

master level flight operations offtcer requires extensive 

knowledge of and experience in the flight operations officer staff position. This position is primarily m~ement. It is desired but not required that the individual 

hold a certified flight instructor's certificate. 

a. .Kaowledp Requirements: 

(1) Must have completed senior flight opcr· 

ations officer traininz. · 

(2) Must be extensively knowledpable of .U 

of the requirements for senior and technician level train- i~. . 

(3) Must have extensive knowledge of 

CAPR 60-1, FARs Parts 61 and 91. 

(4) Must have extensive knowledge of all 

CAP directives in the SO, SS, 60 and 6l series. 

(S) Must have experience as a flight operations officer. 

(6) Must have working knowledge of the 

emeraency services and standardization/evaluation prosrams of CAP. 

b. Performllltt Requirements: 

(1) Complete Level Ul, Senior Member 

Training Program. 

tives. 

(2) Display knowledge of governing direc-

(3) Display _abUity to perform assigned 

duties under aU conditions. 

(4) Attain 2 years experience. 

(S) Must be able to develop an entire unit 

Bight operations program to include but not limited to 

trainina, administrative management, accident prevention, mainten~ evaluation, financial policy (cost of 

aircraft), reporting procedures. etc. 

(6) Must function primarily as manaacr and 

not operator. Leadership ls of the utmost importance. 

(7) Must be able to evaluate performance 

and advise the unit operations officer and commander 

as to ways and means to correct deficiencies in flight 

operations of individual unit level of command as welt 

as subordinate· levels of command. 

e. Addltleaal TniDID& Areas. Continued review 

of PARs Parts 61 and 91; Nationalll'ansportation Safety Board Part 830 (rules pertaining to an aircraft accidents, incidents, overdue aircraft, and safety investigations); CAPMa 50-ts and 20-1; CAPRa 55-1, 

55-10, S0-11, and 76-1; and CAP Forms 78, 19, 99, 101 

and 107. 
Jeffrey Skelley, Jeff Skelley Studio, Sedona, AZ Section 333 Exemption Petition 

Appendix B 

DJI INSPIRE 1 Features and Specifications 
Inspire 1,- Features I Dn http://www .dj i.corn/product/inspire-1/feature 

1 of8 

__:____; r./1 ~'_) 1 1-·r 1" .• r". -,11·"''", .N - J• ., • o,J .... -'-' i''' .--. dHttp·//www • dii com/\ l!! Store fHttps://store.dii.com/\ Products v (Http:/ /www.dji.com/productsl 

Support (Http://www.dji.com/suppoitl -·· · ''Hiniiriunity .v- -·. :· ~,-

Search dji.com ... Q 

Specs fHttp·IIININW djj com/prodtJctljnspire-1/spec) 

Vjdeos lHttp•/fwww dii com/product/jnspire-1/vjdeol Qownloads lHttp·/!ymw djj com/product/jnspire-1/down!oadl FAD (Http·/!ww.ty dji com/pmduct/jnspjre-1/faql 

Dealers (Http·lfwww dji com/producWnspjre-1/dealer) 24-Hour Support lHttp'/fwww dji com{jnfo/news/24-hour-technjcal-support-jnspire-11 Buy Now fHttps·//store Qji com/product/jnspjre-11 

ADVANCED, 

READY-TO-FLY DESIGN 

Imagine holding the future in your hands. Designed to be p,Q.werful 

while lightweight, flexible while providing the stability you need, the 

Inspire 1 is DJI's most advanced complete package. All of the latest 

aerial technology is packed into one simple, ready-to-fly system, 

putting you in the sky within minutes. 

LEARN MORE> 

Uproduct/jnspire-1/flight-controll 

1/18/2015 09:04 
Inspire 1 .- Features I DJI 

2 of8 

http://www.dji.com/product/inspire-1/feature 

POWERFUL PROPULSION SYSTEM 

The Inspire 1's propulsion system is unique among all flight platforms. Were-engineered 

and re-built the system to handle the demands of advanced flight, while increasing 

efficiency and reliability. 

I EARN MORE> 

Uproduct/inspire-1/propulsjon-systeml 

AERODYNAMIC 

TRANSFORMING DESIGN 

Carbon fiber arms give you the strength to maneuver in the air and they transform, moving out of the camera's way at the flick of a switch. 

With a full 360° unobstructed view, you now have the freedom to capture shots independent of the direction you are flying. 

Every part, every component of the Inspire 1 was engineered to be durable and lightweight. The body's aerodynamic design cuts through 

the sky and further enhances your control over the aircraft. This ensures long flight times and a long operational life. 

1118/2015 09:04 
Inspire 1,- Features I DJI http:/ /www.dji.comlproduct/inspire-llfeature 

3 of8 

MODULAR, UPGRADEABLE SYSTEM 

Inspire 1's gimbal and camera system can be removed from the aircraft for safe transport and future upgrades. 

NEW CAMERA AND 

GIMBAL SYSTEM 

Get crystal clear images with DJI's most advanced camera to date. 

The gimbal holding your camera is the result of DJI's years of 

expertise in camera stabilization, giving you smooth, stable 

footage in any flight conditions. 

• Video: 4K @ 24-30 fps, or 1 080p @ 24-60fps, 

·Photos: 12 Megapixels 

• Lens: 9 elements in 9 groups including an aspherical element 

• 1/2.3 inch CMOS sensor 

• 94° wide-angle FOV 

• 3-axis, 360° rotating gimbal 

LEARN MORE> 

UprodtJct/jnspj re-1/cameral 

LIVE HD VIEW 

A beautiful, 720p HD view shows you exactly what your camera sees at all times. Frame your shots and 

fly as though you're in the sky yourself. 

This is made possible by an all new and improved version of DJI's Lightbridge technology which can 

transmit video from up to 2km away. 

1118/2015 09:04 
Inspire 1.- Features I DJI 

4 of8 

http://www.dji.com'product/inspire-llfeature 

B\JlUDitO 

CREATE TOGETHER 

For an even greater level of precision, use a second remote 

controller and fly with a friend. With two operators controlling 

the same Inspire 1, one person pilots the flight path while the 

other aims the gimbal and camera. 

Each user can have their own screen to see exactly what is 

being shot in real-time. By working in tandem, you're capturing 

shots that are more complex and artistic than ever before. 

I EARN MORE> 

Vproduct/inspire·1/remotel 

FLY INDOORS AND WITHOUT GPS 

USING VISION POSITIONING SYSTEM 

Indoor flight has always been a true test of skill for all levels of pilots. Djl's new 

Vision Positioning technology uses a specially designed camera as well as sonic 

waves to bring simplicity to flying indoors. This technology allows the Inspire to hold 

its position, stop when the controls are released, and respond to your commands 

even when GPS is unavailable. 

LtARN MORE> 

Uproducr/j nspjre-1 tvision-posjtjonjng) 

1118/2015 09:04 
Inspire 1.- Features I DJI http:/ /www.dj i.com/product/inspire-1/feature 

5 of8 

INTELLIGENT POWER 

MANAGEMENT SYSTEM 

A fully integrated intelligent battery powers your Inspire 1 and 

virtually manages itself. 

When in flight, your remaining battery power is shown live, 

letting you know how long you can continue to fly. Advanced 

algorithms calculate the distance of your aircraft and estimated 

time to return home, letting you know when it's time to fly back. 

The battery reports the voltage of each cell, the total lifetime 

charges and discharges, and the overall health and battery 

status. All this helps you keep your Inspire 1 in the air and flying 

for years to come. 

FULL-FEATURED APP 

MANUAL MODE 

Install the mobile app onto your phone or tablet and you'll see what your Inspire 1 sees 

while taking control of its camera and flight settings. 

AUTO-TAKEOFF AND LANDING 

Takeoff and landing is easier than ever before, with both functio 

1118/2015 09:04 
Inspire 1.- Features I DJI http:/ /www.dji.com/product/inspire-l!feature 

6 of8 

~lslqlMVftl~tl'li settings, including ISO, White Balance, 

~tf1Jlmn~~,!Jli!!t111tlialll!l«l~.trree 

IU;P)!!!Bii'blB~EWhlhiam!led1l!!BdJsllfuilillfJilertraoeti ll@:ilml fligh:l r 

pata.boat allowing the return-to-home point to move where the 

operator goes. Multiple configurations are available via the Dynamic 

Home Point function. 

THE COMPLETE PACKAGE, 

AND THE LATEST TECHNOLOGY, 

~W~V@.t51£Wiif~:+6\lt Inspire 1 will hover and 

IUII!#~@~~~)lr~~~ 

~illgiiii~J11mrjliTIDt8"BIJ!1EfiglmlGity~rfdrgtrr 

you're most comfortable with. 

FROM THE MOST TRUSTED NAME IN AERIAL 

PLATFORMS, Djl. 

1/18/2015 09:04 
Inspire 1.- Features I DJI 

7 of8 

http://www.dji.com/product/inspire-l/feature 

DEDICATED CONTROLS 

Take absolute control of your Inspire 1 with DJI's most sophisticated remote controller to date. Featuring dedicated buttons 

for photo and video capture, a gimbal control dial, an integrated rechargeable battery and more, it's easy and intuitive to fly. 

The controller has an mini-HDMI and USB port allowing you to connect mobile devices or compatible screens. 

Return Home 

EASY, SAFE FLIGHT 

Even if you've never flown before, taking off and landing your Inspire 1 is easy and 

safe. It takes just one tap to make your Inspire 1 takeoff and transform, ready to 

start filming. Then tap again to have it transform into landing mode and land. 

When GPS is available, the Home Point (the location you are standing) automatically 

refreshes, so your Inspire 1 always knows where you are even if you move around. 

When you tell it to come back, or in case of an emergency, it knows exactly where to 

go and land safely. 

One Button 

Take-off 

One 

Button 

Landing 

Dynamic 

Home 

Point 

A COMPLETE READY-TO-FLY 

1/18/2015 09:04 
Inspire 1.- Features I DTI http:/ /www.dj i.cornlproduct/inspire-1/feature 

8 of8 

INSPIRE 1 CAMERA MOUNT 

Take the Inspire 1 camera from the air to the ground with this handheld system. 

Coming soon. 

SYSTEM 

Everything you need is included and ready to go, offering ym 

aerial filmmaking tool in one box. just add your mobile device or 

to use the live HD view. 

About Dll fhtqr//www dji com/company> I Contact Oil fhtq,r//www dii com/contact) 1 News fhttp"//www dii.com/infol I Media Coverage lhttp·lfwww dji com/info/media-coveragel 

I Showcase fhtq;r/fwww dji com/showcase) I Careers fhttp'//we dii com/en htmf) I 011 Wjki fhttp·flwiki dii com/enl I After-sales Service Policies fhttp'/!y.tww dii com/service> 

I Website Feedback f/support/website-feedbackl I Oil SDK lhttp'//dev dji coml 

') lhttp'/fw.Nw djj com!) Copyright© 2015 Dj! All Rights Reserved. Privacy Policy fhttp·llww.r.r dii com 

lR9.licy)_ Terms of \lse fbttp·ttwww dji com/terms) 

1/18/2015 09:04 
Inspire 1.- Specs I DJI http:/ /www.dji.com/product/inspire-l/spec 

l!! Store (Https://store.dji.com/) Products v (Http://www.dji.com/products) 

Support (Http://www.dji.com/suppoitr :. _., :-·c<Orr\mtfnity .,;.«· 

Search dji.com... Q. U~f~:i#:~~j~,f~~g~ijPJ. ~~#~~~~:fountryl ,_!,; ~L-.i :·. :· -~.u ·.::: 'l'( .. :~s-:: r 1 

Vjdeos fHttp·flwww dij com/productlinspjre-J!vjdeol Downloads !Http•/fwww djj com/producVjospjre-1/downloadl FAD !Http'/fwww djj com/product/jnspjre-1/faql 

Dealers fHttp·/fwww dii com/prodtJCt/jnspire-1/dealed 24-Hour Support lHttp'/fwMN dij com/info/ngwsf24-houNechnica!-supporHnspjre-ll Byy Now fHttps•ffstore djj com/prodtJct!inspjre-1 l 

Aircraft Model T600 

Weight (Battery Included) 2935g 

Hovering Accuracy (GPS Mode) Vertical: 0.5 m 

Horizontal: 2.5 m 

Max Angular Velocity Pitch: 300°/S 

Yaw: 150°/s 

Max Tilt Angle 35° 

Max Ascent Speed 5m/s 

Max Descent Speed 4m/s 

Max Speed 22m/s(ATII mode, no wind) 

Max Flight Altitude 4500m 

Max Wind Speed Resistance 10m/s 

Max Flight Time Approximately 18 minutes 

Motor Model DJI3510 

Propeller Model Djl1345 

Indoor Hovering Enabled by default 

Operating Temperature Range -10° to 40° C 

Diagonal Distance 559to 581 mm 

Dimensions 438x451x301 mm 

INSPIRE 1 

1 of4 1/18/2015 09:02 
Inspire 1.- Specs I DJI 

Gimbal Model 

Output Power (With Camera) 

Operating Current 

Angular Vibration Range 

Mounting 

Controllable Range 

Mechanical Range 

Max Controllable Speed 

Camera Name 

Model 

Total Pixels 

Effective Pixels 

Image Max Size 

ISO Range 

FOV (Field Of View) 

CMOS 

Lens 

Still Photography Modes 

Video Recording Modes 

Max Bitrate Of Video Storage 

Supported File Formats 

Supported SD Card Types 

Operating Temperature Range 

2 of4 

http:/ /www.dji.com/product'inspire-llspec 

ZENMUSEX3 

Static: 9W 

In Motion: 11 W 

Station: 750 rnA 

Motion: 900 rnA 

±0.03° 

Detachable 

Pitch: .go• to + 30• 

Pan: ±320• 

Pitch: -125• to +45• 

Pan: ±330° 

Pitch: 120•1s 

Pan: 1so•ts 

X3 

FC350 

12.76M 

12.4M 

4000x3000 

100-3200 (video) 

100-1600 (photo) 

Sony EXMOR 1/2.3" 

20mm (35mm format equivalent)f/2.8 focus at~ 

9 Elements in 9 groups 

Anti-distortion 

Single shoot 

Burst shooting: 3/5/7 frames 

Auto Exposure Bracketing (AEB): 3/5 bracketed frames at 0.7EV Bias 

Time-lapse 

UHD (41<): 4096x2160p24/25, 3840x2160p24/25130 

FHD: 1920x1 080p24/25130/4B/50/60 

HD: 1280x720p24/25/30/48/50/60 

60 Mbps 

FAT3Z/exFAT 

Photo: JPEG, DNG 

Video: MP4/MOV (MPEG-4 AVC/H.264) 

SD/SDHC/SDXC Micro SD 

Max capacity: 64GB. Class 10 or UHS-1 rating required. 

a· to40° c 

1118/2015 09:02 
Inspire 1,- Specs I DJI 

Remote Controller Name 

Operating Frequency 

Transmitting Distance (Outdoor And Unobstructed) 

EIRP 

USB, mini-HDMI 

Power Supply 

Charging 

Dual User Capability 

Mobile Device Holder 

Max Mobile Device Width 

Output Power 

Operating Temperature Range 

Storage Temperature Range 

Charging Temperature Range 

Battery 

Charger Model 

Voltage 

Rated Power 

Battery (Standard) Name 

Model 

Capacity 

Voltage 

Battery Type 

Energy 

Net Weight 

Operating Temperature Range 

Storage Temperature Range 

Charging Temperature Range 

Max Charging Power 

3 of4 

C1 

922.7-927.7 MHz Oapan Only) 

5.728-5.850 GHz 

2.40D--2.483 G Hz 

2km 

http:/ /www.dji.com/product/inspire-1/spec 

10dBm@900m, 13dBm@5.8G, 20dBm@2.4G 

Video Output Port 

Built-in battery 

DJI charger 

Host-and-Slave connection 

Tablet or Phone 

170mm 

9W 

-10° to 40° C 

Less than 3 months: -20° to 45° c More than 3 months: 22° to 28° C 

0-40°C 

6000 mAh LiPo 2S 

A14-100P1A 

26.3V 

100W 

Intelligent Flight Battery 

TB47 

4500mAh 

22.2V 

LiPo 6S High voltage battery 

99.9Wh 

570g 

-10°to40°C 

Less than 3 months: -zoo to 45° c More than 3 months: 22° C to 28° C 

0° to40° c 

180W 

1/18/2015 09:02 
Inspire I.- Specs I Dll http://www.dji.cornlproduct/inspire-1/spec 

4of4 

Battery (Optional) Name 

Model 

Capacity 

Voltage 

Battery Type 

Energy 

Net Weight 

Operating Temperature Range 

Storage Temperature Range 

Charging Temperature Range 

Max Charging Power 

Vision Positioning Velocity Range 

Altitude Range 

Operating Environment 

Operating Range 

DJI Pilot App Mobile Device System Requirements 

Supported Mobile Devices 

Intelligent Flight Battery 

TB48 

5700mAh 

22.8V 

LiPo65 

129.96Wh 

670g 

-10°to40° c 

Less than 3 months: -20 to 45° C 

More than 3 months: 22o to 28° C 

oo to 40° c 

180W 

Below 8 m/s (2m above ground) 

5-500cm 

Brightly lit (lux> 15) patterned surfaces 

0-250cm 

Android version 4.1.2 or later 

* Samsung 54, 55, Note 3, ?900 tablet, Sony Z3 EXPERIA, Google Nexus 7 II, Mi 3, 

Nubia lJ mini 

*Support for additional Android devices available as testing and development 

continues 

About 011 fhttp·l/www dH com/companyl I Contact Q!l fhttp·flwww dii com/contact) I News fhttp'/fwww dji com/info) ! Media Coverage fhttp·l/www dH com/jnfo/media-coveragel 

I Showcase fhttj;)"//wwyv dji com/showr;asel ] Careers fhttp·l/we dii com/en htmll I Qll Wjki fhttp·//wiki dji com/en) I After-sales Service Policies fhtt(;f//WJVWdii com/service) 

I Website Feedback Usupportlwebsite-feedbackl I Dll SDK fhttp'//dev dii coml 

r"::>,t/;' fhttp'//WWW dii com/l Copyright© 2015 Djl All Rights Reserved. Privacy Policy (http"/1\f\M/\N dii com 

~ Terms of Use fhttp·Uwv.,w dij com/rermsl 

1118/2015 09:02 
Jeffrey Skelley, Jeff Skelley Studios, Sedona, AZ Section 333 Exemption Petition 

Appendix C 

SEDONA, AZ 



'~ t '~· . . , .. ·. ' 

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i