I've been an active ama member for the last 14 years accident 

free using extreme caution at all times, and a local ama chapter 

pilot, teaching safety of an rc aircraft and proper flying. And 

proper emergency landings. Also do a toys for tots fly in where 

I receive toys for tots. 

I'm also a Fire Fighter for the Jackson Fire dept/ First 

Responder. I was sponsored by FLIR with a micro thermo 

imager valued at 4,000.00. for future use in the fire service. 

And search and rescue in the white Mountains of NH. I only fly 

by visual sight, N 0 FPV. I would like to also ask for the use for 

the Fire Service and Search and rescue if needed by our dept or 

any fire dept/search and rescue in NH if needed. I will also 

have at all times a spotter. It would be a great resource for the 

fire dept as we can look at a building with out putting a fire 

fighter in harms way to look for fire extensions, and heat with 

the thermo imager on board. Same with search and rescue. I 

will include a copy of the thermo imager specs. 

Would also like to introduce it to realastate sales, I will log 

every flight, Time, Day, Address and have the owners sign a 

permission slip and will keep log for every flight. 

Once again, I woud like to thank you for your time. 

Jason Bagley 

Jackson fire 

Eagle Sight Photographer. 

""""""' ~.:.:: '' .... ·.. .· 

(,:) 
Scope: 

Enhance and augment real estate listing videos by using the Phantom 1 

Professional Unmanned Aircraft System to conduct aerial photography and 

videography of real property. 

UAV Phantom 1: 

The DJI Phantom 1 is a quad-rotor Unmanned Aircraft System (UAS) 

weighing less than 3 pounds. The Phantom 3 UAS that Jason Bagley will be 

responsible for also utilizes a mobile ground station. The UAS features a 

safety Return to Home function that in the event of a signal loss, the UAS 

will return to a preset position and land. The Return to Home feature can 

also be triggered manually. The remote connects to your phone or tablet, and 

a 720p HD view of everything your camera sees as you fly is displayed live. 

This immersive view streams to you in absolute clarity, enabling safe flying. 

From takeoff to landing, the Phantom 1 responds to commands while 

automatically handling the most complex aspects of safe, stable flight 
Requesting Exemptions as in the below following cases. 

material respects to relief previously requested in Grant of Exemption Nos. 

11062, 11109, 11112, and 11213; 

Exemption No. 12042 

Regulatory Docket No. FAA-2015-1552 

Exemption No. 12051 

Regulatory Docket No. FAA-2015-1439 

Exemption No. 12045 

Regulatory Docket No. FAA-2015-1538 

Exemption No. 12053 

Regulatory Docket No. FAA-2015-1561 

Exemption No. 11910 

Regulatory Docket No. FAA-2015-1333 
I would also like to include relief, for using for the fire service in NH and for the 

forest ranger's and Ambulance dept if need for search and rescue, Since Im a fire 

fighter fire responder. If they are in need of my DJI Phantom 1 for operations. 
Petitioning for Exemption under Section 333 

Regulations from which the exemption is requested: 14 CFR Part 21 

14 CFR 45.23 (b) 

14 CFR 61.113 (a) & (b) 

14 CFR 91.7 (a) 

14 CFR 91.9 (b) (2) 

14 CFR 91.103 

14 CFR 91.109 

14 CFR 91.119 

14 CFR 91.121 

14CFR91.151 (a) 

14 CFR 91.203 (a) & (b) 

14 CFR 91.405 (a) 

14 CFR 407 (a) (1) 

14 CFR 409 (a) (2) 

14 CFR 417 (a) & (b 

In accordance with the statutory criteria provided in Section 333 of Public Law 112-95 in 

reference to 49 U.S.C. § 44704 

N THE MATTER OF THE PETITION FOR EXEMPTION OF: Jason A. Bagley ( 

Eagle Sight Photographer LLC. ) 

FOR AN EXEMPTION SEEKING RELIEF FROM THE REQUIREMENTS OF 

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS SECTIONS 61.113(a) 

& (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), AND 

91.417(a) & (b) CONCERNING COMMERCIAL OPERATION OF DJI 

PHANTOM 1 UNMANNED AIRCRAFT SYSTEMS PURSUANT TO SECTION 

3330F 

THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 

11295) 
Jason Bagley DBA 

Eagle Sight Photographer LLC. 

P.O Box 2412 

North Conway, NH 03860 

U.S. Dept. of Transportation, Docket Operations 

West Building Ground Floor, Room w12-140 

1200 New Jersey Avenue, SE., 

Washington, DC 20590 

VIA FEDERAL DOCUMENT MANAGEMENT SYSTEM 

Re: Exemption Request under Section 333 of the FAA Reform Act and Part 

11 of the Federal Aviation Regulations 

Dear Sir or Madam 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 

(the "Reform Act") and 14 C. F. R. Part 11, Eagle Sight Photographer LLC, 

seeks an exemption from Federal Aviation Regulations ("FARs") detailed 

below for the following described Unmanned Aerial System called in this 

application the ME System, which includes an Unmanned Aircraft (UA) and 

ground station-based equipment and crew: 

THE UNMANNED AIRCRAFT (UA): 

A lightweight (20 lb gross weight with all on-board equipment), 

manufactured by DJI, Phantom that includes the following equipment in 

flight; 

An on-board flight computer with GPS navigation and location ability that 

receives signals for flight controls from a ground-based 

transmitter /controller; 

on-board camera capable of capturing imagery in the form of full color, 

high definition still photos and video; 

A 5.8 GHz on-board radio transmitter that transmits live video from the onboard camera. 
THE GROUD STATION -BASED PART OF THE SYSTEM: 

A Pilot in Command (PIC) in operational control of a flight operation from 

beginning to end and who controls the UA while in the air; 

5.8 GHz radio transmitter/controller operated by the PIC to control the UA 

while in flight; 

A radio receiver receiving live video and flight data from the on-board 

camera and computer projects it all together onto a screen for the PIC to 

view during flight; 

A Visual Observer (VO) is a person who provides a second pair of eyes to 

visually track the UA while in flight. 

A Pilot in Command in visual line of sight at all times and NOT flying with 

any FPV System. 

IM also An active member of the AMA for the last 14 years and A Pilot 

instructor with the local R/C flying club. 

The requested exemption would support an application for a commercial 

Certificate of Authorization to use the above described ME System to 

support Production of promotional materials (video and/or still images) for 

Real Estate sales Production of promotionalmaterials, (video and/or still 

images) for Travel and Tourism industries Production of promotional 

materials, (video and/or stHI images) for commercial businesses, 

Photography and videography of social events, such as weddings never 

operating over persons not directly involved with the ME system. 

The UA, powered by batteries, is smaller, lighter and more maneuverable 

than larger aircraft running on combustible fue.l, it operates at lower 

altitudes with no people on board and will thereby reduce current risk 

levels and thereby enhance safety and diminish the likelihood of death or 

serious bodily injury. With a small payload and maximum flight time of only 

18 minutes, this is offers little or no risk to national security. 

Low-level oblique photos and video from several angles are far more 

effective than ground- based imagery for displaying the characteristics of 

large, complex properties with several buildings and large trees. The 

alternative could be to charter a full-sized helicopter for this purpose, which 
has proven more costly than many potential clients are able to afford. The 

benefits of reduced cost and improved quality of presentation from the UA 

will be valuable to and benefit many buyers and sellers of real property and 

marine property. 

Additionally, we request that we be allowed to use our system to benefit 

first responders nearby who might require assistance, including fire 

fighters, the police, the sheriff, et al., while remaining subject to all 

limitations cited in this appHcation as we do so. 

The ME System will be operated in the field with both a PIC and a VO in 

accordance with FAA Policy N 8900.227 Section 14 "Operational 

Requirements for UAS" and with the following Restrictions: 

No flight wilt be made with a UA Gross weight exceeding 55 pounds;b) All 

operations must occur in FAA Class G airspace at no more than 400ft 

AGL, at anairspeed of no more than 50 knots and no further than 3/4 NM 

from the PIC;c) All operations must utilize a visual observer (VO). The VO 

and PIC must be able to communicate by voice at all times during a flight 

operation;d) Operations will be restricted to flights over property with the 

permission of the property owner; e) The PIC must have accumulated and 

logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 100 

flight cycles and .25 hours of total time as a UA rotorcraft pilot and at least 

ten hours logged as a UA pilot with a similar UA type;f) All required permits 

will be obtained from state and local government prior to operation;g) The 

ME System will not be operated over densely populated areas;h) The ME 

System will not be operated at air shows;i) The ME System witt not be 

operated over any open-air assembly of people;j) The ME System will not 

be operated over heavily trafficked roads;k) The ME System will not be 

operated within 5 NM of an airport or heliport;!) Operations will be restricted 

to day only and weather conditions equivalent to VFR;m) The PIC will brief 

the VO and property owner about the operation and risk before the first 

flight at each new location;n) No flight may be made without a Pre-Flight 

Inspection by the PIC before each operation to ascertain that the UA is in a 

condition safe for flight (see Appendix A). PIC and VO will meet the 

requirements outlined in FAA Policy N 8900.227 Section 16 personnel 

Qualifications. Additionally, the PIC and VO wilt perform maintenance on 

the system and will complete a course of maintenance instruction as part 

of their initial training. 
We submit that the combination of the UA's light weight, flight performance 

and ability, fully qualified flight crew and strict operation under the 

guidelines established in 8900.227, and under all of the Restrictions (a} 

through (n) listed above, the FAA can have full confidence that the 

operation will have an equivalent or greater level of safety than manned 

aircraft pertorm.ing the same mission. 

The name and contact information of the applicant are: 

Jason Bagley DBA Eag1e Sight Photographer LLC. 

Ph: 603-986-0056 

Email JBCOOS@AOL.COM 

P.O Box 2412 North Conway, NH 03860 

The regulations from which the exemption is requested are listed below. 

Beside each regulation number is the page of the attached Addendum 

upon which each may be found together with our proposed equivalent level 

of safety for each regulation: 

- 14 CFR Part 21 ................................. Addendum Page 1 

- 14 CFR 91.203 ................................. Addendum Page 1 

- 14 CFR 45.23, 45.29 .......................... Addendum Page 2 

- 14 CFR 91.9 .................................... Addendum Page 2 

- 14 CFR 61.113, 61.133 ....................... Addendum Page 2 

- 14 CFR 91.109, 91.119, 91.121 .............. Addendum Page 3 

- 14 CFR 91.151 ................................. Addendum Page 3 

- 14 CFR Subpart E (91 .401 - 91.417} ...... Addendum Page 3-

FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e}(1} 

... Addendum 1 
We are prepared to modify or amend any part of this request to satisfy the 

need for an equivalent level of safety. Please contact us at any time if you 

require additional information or clarification. We look forward to working 

with your office. 

Sincerely, 

Jason Bagley DBA Eagle Sight Photographer LLC 

Addendum containing Exemption Requests and Equivalent Level of Safety 

Appendix A - Flight Manual'sAppendix B - Owner's Manual for UA 
ADDENDUM EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF 

SAFETY 

Eagle Sight Photographer LLC requests an exemption from the following 

regulations as well as any additional regulations that may technically apply 

to the operation of the ME System: 

14 CFR Part 21, Subpart H: Airworthiness Certificates This part establishes 

the procedures for the issuance of an airworthiness certificate. While the 

FAA continues to work to develop airworthiness standards for Unmanned 

Aerial Systems, we request an experimental certificate be issued for the 

ME System under either or both of the following provisions: 21.191 

Experimental certificates. 

Experimental certificates are issued for the following purposes: 

(a) Research and development. Testing new aircraft design concepts, new 

aircraft equipment, new aircraft installations, new aircraft operating 

techniques, or new uses for aircraft.(b) Showing compliance with 

regulations. Conducting flight tests and other operations to show 

compliance with the airworthiness regulations including flights to show 

compliance for issuance of type and supplemental type certificates, flights 

to substantiate major design changes, and flights to show compliance with 

the function and reliability requirements of the regulations. Since the 

experimental certificate can be used for commercial purposes such as 

market surveys, sales demonstrations, and customer crew training, we 

would expect that an experimental certificate would permit our commercial 

purpose as well. 

The aircraft will not carry persons or property, will not carry fuel, and will 

only fly under strict operational requirements. Combined with the UA's light 

weight, being constructed primarily of carbon fiber and plastic, we propose 

that the UA will be at least as safe, if not safer, than a conventionally 

certificated aircraft performing the same mission. 

If an experimental airworthiness certificate is not appropriate for this 

application, then we request an exemption of 14 CFR Part 21, Subpart H, 

and the requirement for an airworthiness certificate in general, citing the 

equivalent level of safety outlined in the previous paragraph. 
14 CFR 91.203(a) & (b) Civil aircraft: Certifications required.The regulation 

provides that an airworthiness certificate, with the registration number 

assigned to the aircr .. aft and a registration certificate must be aboard the 

aircraft. Additionally, subparagraph 

(b) provides that the airworthiness certificate be 11displayed at the cabin or 

cockpit entrance so that it is legible to passengers or crew. 11At a maximum 

gross weight of 6.5 pounds, the UA is too small to carry documentation, 

does not have an entrance, and is not capable of carrying passengers or 

crew. To obtain an equivalent level of safety and meet the intent of 91.203, 

we propose that documents deemed appropriate for this aircraft by the 

FAA will be co-located with the crew at the ground control station and 

available for inspection upon request In order to identify the aircraft, we 

propose that the information found on airworthiness and registration 

certificates be permanently affixed to the aircraft via placard containing the 

following information plus the word 11EXPERIMENT AL11 to satisfy the 

requirement of 14 CFR 45.23, which follows immediately after the 

proposed placard description below: 

Appendix A 

EXPERIMENTAL 

Manufacturer: DJIInnovations, Inc. 14th Floor, West Wing, Skyworth 

Semiconductor Design Building, No.l8 Gaoxin South 4th Ave, Nanshan District, 

Shenzhen, China, 518057., 

14 CFR 45.23 Display of marks; general and 45.29 Size of marks.These 

regulations provide that each aircraft must display 11 N" and the aircraft's 

registration number in letters at least 3 inches high. Additionally, the 

aircraft must display the wordll EXPERIMENTAL" in letters at least 2 inches 

high near the entrance to the cabin, cockpit, or pilot station. The UA does 

not have an entrance in which the word "EXPERIMENTAL"can be placed, 

and may not have a registration number assigned to it by the FAA. 

We propose to achieve an equivalent level of safety by including the word" 

EXPERIMENTAL" in the placard on the top of the aircraft, as shown above, 

where the PIC, VO and others in the vicinity of the aircraft while it is 

preparing for launch will be able to see the designation. Additionally, we 
feel that the permanent placard discussed in the previous paragraph will 

provide the aircraft's registration information at the ground station. Finally, 

we will display at the ground station a high contrast flag or banner that 

contains the words Aircraft Ground Stationll in letters 3 inches high or 

greater. Since the aircraft will operate within 3/4 NM of the ground station, 

the banner should be visible to anyone that observes the aircraft and 

chooses to investigate its point of origin. 

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements.This 

regulation provides that no person may operate an aircraft unless a 

current, approved flight manual is in the aircraft. We assume that the intent 

of this requirement is to ensure that flight manual information is available to 

the aircrew while operating the aircraft. We request an exemption to this 

requirement since the aircraft is not only too small to carry documentation, 

the documentation would not be available to the crew during flight 

operations. 

To obtain an equivalent level of safety and meet the intent of 91.9, we 

propose that a current, approved UA Flight Manual (Appendix A) must be 

available to the crew at the ground station anytime the aircraft is in, or 

preparing for, flight. 

14 CFR 61 .113 Private pilot privileges and limitations: Pilot in Command 

and 61 .133 Commercial pilot privileges and limitations. The regulation 

provides that no person that holds a private pilot certificate may act as pilot 

in command of an aircraft for compensation or hire. Subparagraph (b) 

allows a private pilot to act as pilot in command of an aircraft in connection 

with any business or employment if: ( 1) The flight is only incidental to that 

business or employment; and (2) The aircraft does not carry passengers or 

property for compensation or hire. 

Our proposed operations require that the PIC must either 

1 . Hold a Sport Pilot Certificate issued by the FAA, and have logged 25 

hours of flight experience in this type of UA, or 

2. Meet the requirements of 8900.227 para 16(c)(2)(c) llOperations without 

a pilot in which the PIC is required to complete 11FAA private pilot ground 

and pass "the FAA 

Private Pilot written Since there are currently no means available for the 

pilot of a UAS to gain the experience in an equivalent category and class in 

order to apply for a commercial pilot's license, we propose to generate an 
equivalent level of safety by requiring our pilots to complete, at a minimum, 

FAA commercial pilot ground instruction and pass the FAA Commercial 

Pilot written examination in addition 

Appendix A to completing the private pilot requirements. Since the aircraft 

cannot carry passengers or property, we feel we meet the intent of 61.113 

Subparagraph (b) even though the intent of this application is to conduct a 

business. 

14 CFR 91.109 Flight Instruction; Simulated instrument flight and certain 

flight tests The regulation states that 11 No person may operate a civil aircraft 

that is being used for flight instruction unless that aircraft has fully 

functioning dual controls." 

The ME System ground-based control station consists of a small hand-held 

radio transmitter 

and while it does not offer a second set of llControlsllwill, operate the single 

set of controls simultaneously. With both student and instructor having 11 

hands-On11 the controls during flight, we feel that this technique meets the 

intent 91.109 and provides an equivalent level of safety. 

14 CFR 91.119 Minimum safe altitudes: General. The regulation states that 

over sparsely populated areas the aircraft cannot be operated closer than 

500 feet to any person, vessel, vehicle, or structure. Since the aircraft will 

be operating at a maximum of 400 feet AGL, we cannot comply with this 

requirement. 

In order to provide an equivalent level of safety we will only fly over private 

property with a size of at least two acres with the permission of the owner 

of the property flown over. The aircraft will not be operated over congested 

areas or over any open-air assembly of persons. The property owner will 

be briefed on the expected route of flight and the associated risks to 

persons and property on the ground. The aircraft will be operated at a low 

altitude allowing, if a power unit fails, an emergency landing without undue 

hazard to persons or property on the surface. 

Therefore we maintain that due to the small size of the UA, the hazard to 

persons, vehicles and structures is minimal compared to manned aircraft, 

which should be considered in granting the exemption. 

14 CFR 91 .121 Altimeter settings. The regulation requires that aircraft shall 

maintain cruising altitudes by reference to an altimeter setting available 
within 1 00 NM of the aircraft. 

The UA will always fly below 400 feet AGL and will not need to maintain 

cruising altitudes in order to prevent conflict with other aircraft. An Above 

Ground Level altimeter measurement above the takeoff point is transmitted 

via radio from the UA on-board computer to the display screen held by the 

PIC, providing a constantly updated AGL readout. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions. The 

regulation provides that no person may begin a flight in an airplane under 

day-VFR conditions unless there is enough fuel to fly to the first point of 

intended landing and to fly after Therefore we maintain that due to the 

small size of the UA, the hazard to persons, vehicles and structures is 

minimal compared to manned aircraft, which should be considered in 

granting the exemption. 

14 CFR 91.121 Altimeter settings. The regulation requires that aircraft shall 

maintain cruising altitudes by reference to an altimeter setting available 

within 1 00 NM of the aircraft. 

The UA will always fly below 400 feet AGL and will not need to maintain 

cruising altitudes in order to prevent conflict with other aircraft. An Above 

Ground Level altimeter measurement above the takeoff point is transmitted 

via radio from the UA on-board computer to the display screen held by the 

PIC, providing a constantly updated AGL readout. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions. The 

regulation provides that no person may begin a flight in an airplane under 

day-VFR conditions unless there is enough fuel to fly to the first point of 

intended landing and to fly after 

Therefore we maintain that due to the smaU size of the UA, the hazard to 

persons, vehicles and structures is minimal compared to manned aircraft, 

which should be considered in granting the exemption. 

14 CFR 91.121 Altimeter settings. The regulation requires that aircraft shall 

maintain cruising attitudes by reference to an altimeter setting available 

within 100 NM of the aircraft. 

The UA will always fly below 400 feet AGL and will not need to maintain 

cruising altitudes in order to prevent conflict with other aircraft. An Above 
Ground Level altimeter measurement above the takeoff point is transmitted 

via radio from the UA on-board computer to the display screen held by the 

PIC, providing a constantly updated AGL readout. 

14 CFR 91.151 Fuel requirements for ftight in VFR conditions. The 

regulation provides that no person may begin a flight in an airplane under 

day-VFR conditions unless there is enough fuel to fly to the first point of 

intended landing and to fly after that for at least 30 minutes. We feel the 

intention of this paragraph is to provide an energy reserve as a safety 

buffer for delays to landing. The UA is battery operated and the maximum 

duration of flight from a single battery charge is 18 minutes with a 20°/0 

reserve. Since the aircraft will never fly more than 314 NM from the point of 

intended landing, a full battery charge at launch will ensure that we meet 

the reserve energy requirement of this paragraph. We request an 

exemption to the word "fuel" and ask for an equivalent interpretation with 

the word "energy". 

14 CFR Subpart E (91.401 - 91.417)- Maintenance, Preventive 

Maintenance, Alterations The regulation provides that the operator is 

primarily responsible for maintaining the aircraft in an airworthy condition, 

including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 

require that the aircraft be "approved for return to service by a person 

authorized under 43. T' after maintenance and inspection. 

It is our intention that the PIC perform maintenance and inspection of the 

aircraft and "be authorized to approve the aircraft for return to service." As 

provided in the Pre-Flight Checklist in Appendix A, the PIC will ensure that 

the aircraft is in an airworthy condition prior to every flight and in addition 

conduct detailed inspections after every two hours of flight. Maintenance 

performed by the PIC is limited to repairing small cracks, replacing a 

propeller, checking electrical connections and updating software and 

firmware for the on-board computer. All other maintenance will be 

performed by the manufacturer or their designated repair facility. The PIC 

will document work performed in accordance with 91.417. We feel that due 

to the size, construction, and simplicity of the aircraft, the PIC can ensure 

an equivalent level of safety. 

8900.227 Paragraph 16(c)(4) PIC Medical. and Paragraph 16(e)(1) 

Observer Medical. This policy provides that both the PIC and VO must have 

a valid FAA second-class medical certificate issued under part 67 in order 

to perform as a pilot or observer. The UA maximum gross weight is 6.5 

pounds, it is constructed of carbon fiber and plastic and the PIC is not on 
board. Both the PIC and the VO are required to be in VLOS. Given the 

unlikely event that both the PIC and VO become medically incapacitated 

while the aircraft is in flight, the UA will return autonomously to the site of 

launching and land without crew intervention. 

Therefore, requiring the PIC and VO to meet the same medical 

requirements as a commercial pilot carrying passengers in a large aircraft 

is an unnecessary burden. 

We propose that the minimum medical requirements for the PIC and VO 

be vision corrected to 20/20 and a valid, state issued driver's license. The 

20/20 vision requirement will ensure that the PIC and VO can see and 

avoid air traffic; a licensed driver is medically qualified to operate a much 

larger vehicle. 

APPENDIX A - FLIGHT MANUAL 

FLIGHT RESTRICTIONSa) No flight will be made with a UA Gross weight 

exceeding 55 pounds;b) All operations must occur in FAA Class G 

airspace at no more than 400' AGL, at an airspeed of no more than 50 

knots and no further than 3/4 NM from the PIC;c) All operations must utilize 

a visual observer (VO). The VO and PIC must be able to communicate 

verbally at all times during a flight operation;d) Operations will be restricted 

to flights over property with the permission of the property owner; e) The 

PIC must have accumulated and logged, in a manner consistent with 14 

CFR § 61.51 (b), a minimum of 100 flight cycles and 25 hours of total time 

as a UA rotorcraft pilot and at least ten hours logged as a UA pilot with a 

similar UA type; 

f) All required permits will be obtained from state and local government 

prior to operation; g) The ME System will not be operated over densely 

populated areas;h) The ME System will not be operated at air shows;i) The 

ME System will not be operated over any open-air assembly of people; 
j) The ME System will not be operated over heavily trafficked roads;k) The 

ME System will not be operated within 5 NM of an airport or heliport; I) 

Operations will be restricted to day only and weather conditions equivalent 

to VFR;m) The PIC will brief the VO and property owner about the 

operation and risk before the first flight at each new location;n) No flight 

may be made without a successful Pre-Flight Inspection by the PIC before 

each operation to ascertain that the UA is in a condition safe for flight. 

PREFLIGHT CHECKLIST 

1. Remote controller, aircraft battery, and mobile device are fully charged. 

2. Propellers are mounted correctly and firmly. 

3. Micro-SO card has been inserted if necessary. 

4. Gimbal is functioning as normal. 

5. Motors can start and are functioning as normal. 

6. DJI Pilot app connected to the aircraft. TO REGAIN CONTROL AFTER 

LOST RADIO CONTACT 

7. Nuts and bolts are snug and tight and no sharp edges anywhere. 

If radio contact is lost and not restored within 3 seconds, an automatic 

Return to Home feature is activated and will bring the UAV back to the PIC 
SUMMARY 

Eagle Sight Photographer LLC seeks exemption from the requirements of 14 

C.F.R §§ 61.113(a) & 

(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(l), 91.409(a)(l) & (a)(2), and 

91.417(a) & (b), to operate an Unmanned Aircraft System pursuant to Section 333 of the 

FAA Modernization and Reform Act of2012 (FMRA). This exemption will permit 

Eagle Sight Photographer LLC to operate an Unmanned Aircraft System (UAS) for the 

commercial purpose of conducting aerial video and photography for construction sites 

before and after, real estate photography, and landscape over certain areas of the United 

States. 

INTRODUCTION AND INTERESTS OF THE PETITIONER 

Eagle Sight Photographer provides its clients with the high quality digital content for 

use in their commercial, personal, and non-profit multimedia projects. Eagle Sight 

Photographer has 14 years recreational/hobby experience in all aspects of aerial video 

and photography. The objective of Eagle Sight Photographer aerial video and 

photography operations is to provide high quality imaging for a variety of, commercial, 

public, and residential uses, specifically targeting Im also A Fire fighter in The State of 

NH. 

• Real Estate Videography and Photography 

• Construction sites before and after 

• Fire/Search and Rescue operations with thermo imager 

• Increase public knowledge ofUAS and promote safe UAS operations 

BACKGROUND 

Unmanned Aircraft Systems: DJI Phantom 

• Eagle Sight Photographer seeks an exemption to operate DJI system for 

compensation or hire within the NAS. The DJI Phantom 1 is a vertical takeoff and 

landing (VTOL) Unmanned Aircraft (UA) with a Ground Control Station (GCS) 

utilizing electronic tablet or smartphone systems. The DJI Phantom 1 has a 

maximum gross weight of 6 pounds 7.5 ounces, a length of 17.3 inches, width of 

1 7. 7 inches, height of 11.8 inches, and a maximum speed of approximately 4 2 

knots. The DJI phantom 1 UA is equipped with four main rotors; driven by 

Lithium Polymer battery powered electric motors. The DJI Phantom 1 UA that 

will be operated by Eagle Sight Photographer LLC will be registered in 

accordanc~ with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R 

Part 47, Aircraft Registration, and marked in accordance with 14 C.F.R. Part 45, 

Identification and Registration Marking. 
BASIS FOR PETITION 

• Petitioner, Eagle Sight Photographer LLC pursuant to the provisions of the 

Federal Aviation Regulations 

• (14 C.F.R. § 11.61) and the FAA Modernization and Reform Act of2012 

(FMRA), 

Section 333, Special Rules for Certain Unmanned Aircraft Systems, hereby petitions the 

Administrator to commercially operate the Dll Inspire 1 UAS in the National Airspace 

System (NAS), and for an exemption from the requirements of 14 C.F.R §§ 61.113(a) & 

(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(l), 91.409(a)(l) & (a)(2), and 

91.417(a) & (b). 

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

unmanned aircraft and its operation, Eagle Sight Photographer operation of Dll Phantom 

1 UAS meets the conditions ofFMRA Section 333 and therefore, will not require an 

airworthiness certificate in accordance with 14 C.F .R. Part 21, Subpart H. 

Accordingly, Eagle Sight Photographer requests relief from Sections 91.405(a), 

91.407(a)(1), 91.409(a)(l) & (a)(2), and 91.417(a) & (b), as these sections set forth 

requirements for maintenance that only apply to aircraft with an airworthiness certificate. 

Eagle Sight Photographer submits that the requested relief is proper since an equivalent 

level of safety will be ensured. Eagle Sight Photographer will use experienced personnel 

or technicians to perform maintenance, alterations, or preventive maintenance on the 

U ASs using the methods, techniques, and practices prescribed in the operating documents 

Relief from certain requirements of Section 61.113(a) and (b), entitled Private pilot 

privileges and limitations: Pilot in command, is requested by Eagle Sight Photographer 

to the extent necessary to allow a Pilot in Command (PIC) holding a private pilot or 

higher level certificate, as well as an airman medical certificate, and who has 

demonstrated, that the PIC is able to safely operate the Dll Phantom 1 UAS in a manner 

consistent with this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from people, vessels, vehicles and structures. Eagle 

Sight Photographer seeks relief from Section 91.7(a), entitled Civil aircraft 

airworthiness, because the Dll Phantom 1 UAS does not require an airworthiness 

certificate in accordance with 14 C.F .R. Part 21, Subpart H. As such, Eagle Sight 

Photographer will ensure that the Dll Phantom 1 UAS is in airworthy condition, prior to 

every flight, by determining that the UAS is in compliance with the operating documents 

and that the aircraft is in a condition for safe flight. 

Eagle Sight Photographer also seeks an exemption from the requirements of Section 

91.121, entitled 

Altimeter Settings, as the Dll Phantom 1 UA will not have a typical barometric altimeter 

onboard. Eagle Sight Photographer operation of the Dll Phantom 1 UAS within visual 

line of sight, at or below 400 feet AGL, will ensure a level of safety equivalent to Section 

91.121. 
Additionally, Eagle Sight Photographer seeks an exemption from the requirements of 

Section 

91.151 (b) entitled Fuel requirements for flight in VFR condition. Eagle Sight 

Photographer submits that safety will not be affected by operation ofDJI Phantom 1 UA 

during daylight hours in visual meteorological conditions (VMC) under visual flight rules 

(VFR), with enough battery power to fly for a total duration of approximately 12 minutes 

to the first point of intended landing and, assuming normal cruising speed, to fly after that 

for at least 4 minutes. 

In accordance with 14 C.P.R.§ 11.81, Eagle Sight Photographer provides the following 

information in support of its petition for exemption: 

The Specific Sections Of 14 C.F.R. from Which Eagle Sight Photographer Seeks 

Exemption. 

1. Eagle Sight Photographer Seeks Exemption From The Requirements Of 

Section 61.113(a) And (b). 

Section 61.113, entitled Private pilot privileges and limitations: Pilot in command, 

subsections (a) and (b) prescribe the following, in relevant part: 

(a) No person who holds a private pilot certificate may act as a pilot in command 

(PIC) of an aircraft that is carrying passengers or property for compensation or 

hire; nor may that person, for compensation or hire, act as PIC of an aircraft. 

(b) A private pilot may, for compensation or hire, act as PIC of an aircraft in 

connection with any business or employment if-

(1) The flight is only incidental to that business or employment; and 

(2) The aircraft does not carry passengers or property for compensation or 

hire. 

2.Eagle Sight Photographer Seeks Exemption From The Requirements Of 

Section 91.7(a). 

Section 91.7, entitled civil aircraft airworthiness, subsection (a), states the 

following: 

(a) No person may operate a civil aircraft unless it is in an airworthy condition. 

3. Eagle Sight Photographer Seeks Exemption From The Requirements Of 

Section 91.151(b). 

Section 91.151, entitled Fuel requirements for flight in VFR conditions, 

subsection 

(b), states the following: 
(b) 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. 

4.Eagle Sight Photographer Seeks Exemption From The Requirement Of 

Section 91.405(a). 

Section 91.405, entitled Maintenance required, subsection (a), states the 

following: 

Each owner or operator of an aircraft-

( a) Shall have that 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. 

5. Eagle Sight Photographer Seeks Exemption From The Requirements Of 

Section 91.407(a) 

Section 91.407, entitled Operation after maintenance, preventive maintenance, 

rebuilding, or alteration, subsection (a)(l), states the following: 

(a) No person may operate any aircraft that has undergone maintenance, 

preventive maintenance, rebuilding, or alteration unless-

(b) (1) It has been approved for return to service by a person authorized under 

§43.7 of this chapter[.] 

6. Eagle Sight Photographer Seeks Exemption From The Requirements 

Of Sections 91.409(a)(l) And 91.409(a)(2). 

Section 91.409, entitled Inspections, subsection (a), states the following: 

(a) Except as provided in paragraph (c) of this section, no person may operate an 

aircraft unless, within the preceding 12 calendar months, it has had--

(1) An annual inspection in accordance with part 43 ofthis chapter and 

has been approved for return to service by a person authorized by§ 43.7 

of this chapter; or 

(2) An inspection for the issuance of an airworthiness certificate in 

accordance with part 21 of this chapter. 

8. Eagle Sight Photographer Seeks Exemption from the Requirements of 

Sections 91.417(a) and 91.417(b). 
Section 91.417, entitled Maintenance records, subsections (a) and (b), state the 

following: 

(a) Except for work performed in accordance with§§ 91.411 and 91.413, each 

registered owner or operator shall keep the following records for the periods 

specified in paragraph (b) of this section: 

(1) Records of the maintenance, preventive maintenance, and alteration 

and records of the 1 00-hour, annual, progressive, and other required or 

approved inspections, as appropriate, for each aircraft (including the 

airframe) and each engine, propeller, rotor, and appliance of an aircraft. 

The records must include--

A description (or reference to data acceptable to the Administrator) of the work 

performed; and 

The date of completion of the work performed; and 

The signature and certificate number of the person approving the aircraft for return to 

service. 

Records containing the following information: 

The total time in service of the airframe, each engine, each propeller, and each rotor. 

The current status oflife-limited parts of each airframe, engine, propeller, rotor, and 

appliance. 

The time since last overhaul of all items installed on the aircraft which are required to be 

overhauled on a specified time basis. 

The current inspection status of the aircraft, including the time since the last inspection 

required by the inspection program under which the aircraft and its appliances are 

maintained. 

The current status of applicable airworthiness directives (AD) and safety directives 

including, for each, the method of compliance, the AD or safety directive number and 

revision date. If the AD or safety directive involves recurring action, the time and date 

when the next action is required. 

Copies of the forms prescribed by§ 43.9(d) ofthis chapter for each major alteration to 

the airframe and currently installed engines, rotors, propellers, and appliances. 

The owner or operator shall retain the following records for the periods prescribed: 
(1) The records specified in paragraph (a)(l) ofthis section shall be retained until the 

work is repeated or superseded by other work or for 1 year after the work is performed. 

(2) The records specified in paragraph (a)(2) of this section shall be retained and 

transferred with the aircraft at the time the aircraft is sold. 

(3) A list of defects furnished to a registered owner or operator under §43.11 of this 

chapter shall be retained until the defects are repaired and the aircraft is approved for 

return to service. 

C. The Extent Of Relief Eagle Sight Photographer Seeks And The Reason Eagle 

Sight Photographer Seeks The Relief. 

1. Extent Of Relief Eagle Sight Photographer Seeks and the Reason Eagle Sight 

Photographer Seeks Relief From Section 61.113(a) And (b) 

Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: 

Pilot in command, is requested to the extent necessary to allow a PIC holding a private 

pilot or higher level certificate, as well as a current and valid airman medical certificate, 

and who has met certain flight-hour and currency requirements, to conduct the proposed 

U AS flight operations for compensation or hire. This relief is requested since the 

limitations set forth in Section 61.113(a) and (b) state that a private pilot may, for 

compensation or hire, act as PIC of an aircraft in connection with any business or 

employment if: (1) The flight is only incidental to that business or employment; and (2) 

The aircraft does not carry passengers or property for compensation or hire. 

As set forth more fully below, Eagle Sight Photographer submits that an equivalent level 

of safety will be maintained because no PIC will be allowed to operate the Dll Phantom 1 

UAS unless that PIC has met certain flight-hour and currency requirements, 

demonstrating that the PIC is able to safely operate either the Dll Phantom 1 UAS in a 

manner consistent with the operations specifications as described in this exemption, 

including evasive and emergency maneuvers, as well as maintaining appropriate 

distances from people, vessels, vehicles and structures. 

Further, Eagle Sight Photographer submits that all flights of the Dll Phantom 1 UASs, 

conducted by the PIC pursuant to the grant of this Petition: ( 1) will be incidental to Eagle 

Sight Photographer business; and (2) will not carry passengers or property for 

compensation or hire. 

2. Extent Of Relief Eagle Sight Photographer Seeks And The Reason Eagle Sight 

Photographer Seeks Relief From 

Section 91.7(a) 
Relief from Section 91.7 (a) entitled Civil aircraft airworthiness, is requested to the extent 

required to allow Eagle Sight Photographer to determine that the Dll Phantom1 UASs 

are in airworthy condition prior to every flight by ensuring that the UAS is in compliance 

with the operating documents. 

Eagle Sight Photographer seeks the requested relief because the Dll Phantom1 UAS does 

not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. 

Therefore, Eagle Sight Photographer will ensure that the Dll Phantom 1 UAS is in 

airworthy condition based upon its compliance with the operating documents prior to 

every flight, and further, determine that the aircraft are in condition for safe flight, as 

stated in the conditions and limitations below. 

3. Extent Of Relief Eagle Sight Photographer seeks And The Reason Eagle Sight 

Photographer Seeks Relief From Section 91.121 

Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight 

operations of the Dll Phantom 1 UAS, which utilizes a GPS equipment, and a radio 

communications. Eagle Sight Photograpger seeks the requested relief because the Dll 

Phantom1. Considering the limited altitude of the proposed operations, relief from 14 

CFR 91.121 is sought to the extent necessary to comply with the applicable conditions 

and limitations stated below. As more fully set forth herein, an equivalent level of safety 

will be maintained since Dll Phantom 1 UA is equipped with GPS equipment. be 

established prior to each flight, and provides the PIC with altitude information of the UA 

on the heads-up display of the GCS. 

4. Extent Of Relief Eagle Sight Photographer Seeks and the Reason Eagle Sight 

Photographer Seeks Relief From Section 91.151(b) 

Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is 

requested to the extent required to allow flights of the battery powered Dll Phantom1 UA 

during daylight hours in visual meteorological conditions (VMC), under visual flight 

rules (VFR), for a total duration of 16 minutes to the first point of intended landing and, 

assuming normal cruising speed, to fly after that for at least 4 minutes. Eagle Sight 

Photographer seeks the requested relief because without an exemption from Section 

91.151(b), the flight time duration ofthe battery powered Dll Phantom 1 UAs will 

severely constrain the practicality of any aerial video or still photo flight operations that 

Eagle Sight Photographer proposes to conduct pursuant to this Petition. 

5. Extent Of Relief Eagle Sight Photographer Seeks And The Reason Eagle Sight 

Photographer Seeks Relief From 

Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) 
Since Sections 91.405(a), 91.407(a)(l), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only 

apply to aircraft with an airworthiness certificate, Eagle Sight Photographer requests 

relief from these Sections because the Dll Phantom 1 UAS do not require airworthiness 

certificates. As set forth more fully below, the Dll Phantom 1 UAS meet the conditions 

ofFMRA Section 333 for operation without an airworthiness certificate. Accordingly, 

Eagle Sight Photographer will use trained technicians to perform maintenance, 

alterations, or preventive maintenance on the UAS using the methods, techniques, and 

practices prescribed in the UAS operating documents Furthermore, Eagle Sight 

Photographer will document and maintain all maintenance records for the Dll Phantom 1 

UASs. 

D. The Reasons Why Granting Eagle Sight Photographer Request Would Be In the 

Public Interest; 

That Is, How It Would Benefit The Public As A Whole. 

Granting the present Petition will further the public interest by allowing Eagle Sight 

Photographer too safely, efficiently, and economically perform aerial video and 

photography for real estate, special events, and landscape over certain areas of the United 

States. Additionally, use of the Dll Phantom 1 UAS will decrease congestion of the NAS, 

reduce pollution, and provide significant benefits to the economy. Notably, the benefits 

of Eagle Sight Photographer proposed operation of the Dll Phantom 1 UAS will be 

realized without implicating any privacy issues. 

1. The Public Will Benefit From Decreased Congestion Of The NAS. 

The Dll Phantom 1 UA are battery powered and serve as a safe, efficient, and 

economical alternative to the manned aircraft traditionally utilized to obtain aerial 

imagery. By reducing the amount of manned aircraft needed to perform aerial 

acquisitions, an exemption allowing the use of a Dll Inspire 1 UAS would reduce 

the amount of manned aircraft in the NAS, reduce noise and air pollution, as well 

as increase the safety of life and property in the air and on the ground. 

Furthermore, by reducing the number of manned aircraft operating in the NAS, 

congestion around airports caused by arriving and departing aircraft will be 

reduced. The Dll Phantom 1 UA does not require an airport to takeoff or land. 

Likewise, a reduction of manned aircraft conducting aerial video and photography 

missions would result in fewer aircraft that must be handled by air traffic control 

during the ground, takeoff, departure, arrival, and landing phases of flight 

operations. 

2. The Public Will Benefit from the Safety and Efficiency Of The 

DJI Phantoml U AS. 

Conducting aerial acquisitions with the Dll Phantom 1 U AS, instead of manned 

aircraft, will greatly benefit the public by drastically reducing the levels of air and 

noise pollution generated during traditional aerial video and still photography 

flight operations. By using battery power and electric motors, Dll Phantom 1 

UAS produce no air pollution, and is the most viable environmentally conscious 

alternative to the cabin class, six cylinder internal combustion engine aircraft that 
are typically utilized for aerial video and photography, while burning 

approximately 20-30 gallons per hour ofleaded aviation fuel. The Dll Phantom 1 

UA, while reducing the carbon footprint of aerial acquisitions, also eliminates 

noise pollution, as the UA is propelled by battery powered electric motors, rather 

than an internal combustion engine. By using Dll Phantom 1 UAS to perform 

aerial acquisitions, the substantial risk to life and property in the air and on the 

ground, which is usually associated with traditional manned aircraft flight 

operations, will be substantially reduced or completely eliminated. Aside from the 

lack of flight crew members located onboard the aircraft, the Dll Phantom 1 UA 

(weighing 6 pounds 7.5 ounces respectively, at maximum gross weight with 

length of 17.3 inches respectively, width of 17.7 inches respectively, and with no 

fuel on board), has less physical potential for collateral damage to life and 

property on the ground, and in the air, compared to the manned aircraft that 

typically conduct similar operations (weighing approximately 6,000 pounds with 

a wingspan of approximately 42 feet, a length of 34 feet, and a fuel capacity of 

180 gallons). 

3. Performing Aerial Video and Photography Operations With The 

DJI Phantom 1 UASs Will Benefit the Economy. 

In addition to being safe and efficient, the Dll Phantom 1 UAS are also an 

economical alternative to using manned aircraft to conduct similar aerial 

operations. As such, operation ofDll Phantom 1 UAS will allow United States 

based companies, like Eagle Sight Photographer , to remain competitive and 

contribute to growth of the U.S. economy. Specifically, with the rising cost of 

aviation fuel and the Environmental Protection Agency ("EPA") regulatory 

actions phasing out leaded aviation fuels, U.S. owned and operated companies 

must adopt new and alternative technology in order to remain competitive. 

Operating the battery powered Dll Phantom 1 UAS is one such technology that 

not only allows companies greater operational flexibility compared to manned 

aircraft, but provides such flexibility without the high operational cost of a 

traditional manned aircraft. By operating the Dll Phantom 1 UAS, companies 

such as Eagle Sight Photographer , can remain competitive and profitable, and 

therefore, provide greater job stability to employees and contractors, which will 

ultimately contribute to growth of the U.S. economy. Improved financial 

performance of U.S. companies, through commercial use of the Dll Phantom 1 

UAS, provides a stable workforce that increases consumer spending; improves 

local, state, and federal tax revenues; and allows companies to invest in research 

and development in order to remain competitive both in the United States and 

abroad. 

4. There Are No Privacy Issues. 

Similar to the manned aerial acquisition flight operations that have been 

conducted for decades, Eagle Sight Photographer , LLC proposed operation of the 

Dll Phantom 1 UASs will not implicate any privacy issues. Specifically, the 
Dll Phantom 1 UASs will be operated only in compliance with operating 

documents which requires property owner involvement and in accordance with the 

Federal Aviation Regulations, including the minimum altitude requirements of 14 C.P.R. 

§ 91.119. 

E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, 

Or How The Exemption Would Provide A Level Of Safety At Least Equal To That 

Provided By The Rule From Which Eagle Sight Photographer Seeks Exemption. 

1. Reasons Why DJI Phantom 1 UA Meet The Conditions Of The FAA 

Modernization and Reform Act of 2012 (FMRA) Section 333. 

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

unmanned aircraft and its operation, Eagle Sight Photographer operation of the Dll 

Phantom1 UAS meet the conditions ofFMRA Section 333, and will not require an 

airworthiness certificate in accordance with 14 C.F .R. Part 21, Subpart H. 

Section 333 provides authority for a UAS to operate without airworthiness certification 

and sets forth requirements for considering whether a UAS will create a hazard to users 

of the NAS or the public, or otherwise pose a threat to national security. 

In seeking this exemption, Eagle Sight Photographer submits that the Dll Phantom1 UAS 

can operate safely in the NAS pursuant to FMRA Section 333, as demonstrated by: (a) 

the characteristics of the Dll Inspire 1 UAS; (b) the pilot certification requirement; and 

(c) the specific operating limitations. 

Flight Operations ofDJI Phantom 1 UAS Are Limited to the Line Of Sight 

The UA may not operate within 5 nautical miles of an airport reference point as denoted 

on a current FAA-published aeronautical chart unless a letter of agreement with that 

airport's management is obtained, and the operation is conducted in accordance with a 

NOTAM as required by the operator's COA. The letter of agreement with the airport 

management must be made available to the Administrator upon request. 

If the UA loses communications or loses its GPS signal, it must return to a predetermined 

location within the planned operating area and land or be recovered in accordance with 

the operating documents. 

The PIC must abort the flight in the event ofunpredicted obstacles or emergencies in 

accordance with the operating documents. 

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

weather conditions) there is enough power to fly at normal cruising speed to the intended 

landing point and land the UA with 25% battery power remaining. 
Tau image Without ACE 

Tau image with new ACE feature 

FLIR 

f,'-.r-e Serv ,'(e / 5e...._rc;., ¢ 

re)CV~.C 

Longwave Infrared Thermal Camera 

FUR® Tau® 2 thermal imaging cameras offer an unmatched set of features, 

making them well-suited for demanding applications, such as unmanned 

vehicles (UVs). thermal weapon sights, and handheld imagers. Improved 

electronics now give Tau 2 even more capabilities, including radiometry, 

increased sensitivity, a 60Hz frame rate, and powerful image processing 

modes that dramatically improve detail and contrast. 

IMPROVED IMAGE PROCESSING 

For clearer imagery, edge sharpening, and contrast 

• Second generation Digital Detail Enhancement (ODE) 

• Active Contrast Enhancement (ACE) 

• Smart Scene Optimization (SSO) 

• Information Based HEO {IBHEQ) automatically adjusts AGC 

• Silent Shutterless NUC for continuous image improvement 

ACCURATE TEMPERATURE MEASUREMENT 

Supports radiometry, analytics and telemetry 

• Tlinear output places temperature data in each pixel 

• Adjustable isotherm thresholds colorize temperatures of interest 

• Rugged and reliable in all terrain 

COMMON FEATURES ACROSS MODELS 

Fosters improved OEM integration 

• 640, 336 and 324 resolutions 

• Multiple lens and FOV options 

• 60Hz or 30mK frame rates 

• Mechanical I electrical compatibility 

• FUR brand and support 
Imaging Specifications 

Applications: 

Unmanned Airborne Vehicles 

Handheld imagers 

Security Cameras 

Maritime cameras 

Thermal weapon sights 

SANTA BARBARA 

FLIR Systems, Inc. 

70 Castilian Drive 

Goleta, CA 93117 

USA 

PH: +1 805.680.5087 

EUROPE 

FLIR Systems 

Luxemburgstraat 2 

2321 Meer 

Belgium 

PH : +32 [D) 3665 51DD 

www.flir.com 

NASDAQ: FLIR 

PORTLAND 

Corporate Headquarters 

FLIR Systems, Inc. 

27700 SW Parkway Ave. 

Wilsonville, OR 97070 

USA 

PH: +1 866.477.3687 

CHINA-SHANGHAI 

FLIR Systems Co., ltd. 

K301-302, No 26 Lane 

168, Oaduhe Road, 

Putuo District, Shanghai 

200062, P.R.China 

PH: +86-21-5169 7628 

Equipment described herein may require US Government authorization for 

export purposes. Diversion contrary to US law IS prohibited. Imagery for 

illustration purposes only. Specifications are subject to change without 

notice. ©2014 FLIR Systems. Inc. All rights reserved. (Updated 11/21/14] 
Tau 2 LWIR Camera Cores I FLIR Systems 7/12/15, 9:24 AM 

EXPLORE {HTIP://WWW.FLIR.COM/HOME} I PRODUCTS {/HOME} I 

Home (http://www.fiir.com/cvs/americas/enl} I Cores & Components (http://www.flir.com/cvs/cores/index.cfm} 1 Uncooled Cores (http://www.flir.com/cvs/cores/view/?id=S1981) 

Questions? Fill out our info request form {/cores/display/?id=53135 

cores&components Tau 2 Uncooled Cores 

(http:// __ flir.com/cvs/cores/index.cfm) 

Lens Options 

LWIR Camera Cores 

(http://-.flir.com/cvs/cores/viewn 

id=51981) 

" Lepton 

{http://www.flir.com/cores/contentl? 

id=66257) 

"Muon 

{http://www.flir.com/cvs/cores/view/? 

Tau with a 19mm Lens 

7.5mm 

9mm 

13mm 

19mm 

25mm 

35mm 

SOmm 

60mm 

100mm 

Tau with 13mm lens 

Mouse over lens options 

id=64979) 

"Quark2 

{http://www.flir.com/cvs/cores/view/? 

id=51266) 

Click to see more lens options 

~ir.com/cvs/cores/viewnid=S2263) 

to see image change 

"Tau 2 

{http://www.flir.com/cvs/cores/view/? 

id=54717) 

Tau 2 Low Res 

{http://www.flir.com/cvs/cores/view/? 

id=61914) 

" PathFindiR II 

{http://www.flir.com/cores/contentl? 

id=62945) 

MWIR Camera Cores 

(http:/lwww.flir.comlcvslcoreslviewn 

id=51956) 

SWIR Camera Cores 

(http:/lwww.flir.comlcvslcoreslviewn 

id=54502) 

Lasers&Trackers 

(http:ll-.flir.comlcvs/coreslviewn 

id=52626) 

Pan Tilt Systems (lmcslviewn 

id=53484) 

ROICs & Components 

Description Export Specs WFOVOptics NFOV Optics DRI New features Applications 

Documents Videos 

Tau 2 LWIR Thermal Imaging Camera Cores 

FUR® Tau® 2 thermal imaging cameras offer an unmatched set of features, making them well-suited for demanding 

applications like Unmanned Airborne Vehicles {UAVs), thermal weapon sights, and handheld imagers. Improved electronics 

now give Tau 2 even more capabilities, including radiometry, increased sensitivity {<30mK), 640/60Hz frame rates, and 

powerful image processing modes that dramatically improve detail and contrast. Since the electrical function are common 

between the Tau 2 640, 336 and 324, integrators have direct compatibility between the different camera formats, and Tau 

camera versions share many of the same lens options. 

New features: 

• 2nd generation Digital Detail Enhancementm 

• Active Contrast EnhancementfM 

• Smart Scene Optimization TM 

• Information Based HEQTM that automatically adjusts AGC 

• Silent Shutterless NU(TM 

• Accurate temperature measurement for radiometry, analytics and telemetry 

There is no difference in form or fit between Tau 2 and the first generation Tau cameras. The upgraded Tau 2 electronics 

(http:// __ flir.comlcvslcoreslviewn enable additional functions and capabilities that are planned for release on a periodic basis. A comparison of the Tau2 

id=51859} version evolution can be found here: Tau Feature Comparison {http://www.flir.com/cvs/coreslview/?id=60983). Note that 

Resources earlier versions of Tau {1.X) cannot be upgraded to the newer Tau 2 configuration. 

(http:llwww.flir .comlcvslcoreslviewf:' 

id=51878} 

Knowledge Base I FAQ 

FUR also offers three low-cost Tau 2 options for applications that do not require high resolution imaging: 

(http://-.flir.comlcvslcoreslknowledgeBaseVI}1160 a 160x128 with 25 Jl-pitch 

Contact Us I Request Info 

(http:/lwww.flir.comlcvslcoreslviewn 

id=56376} 

Share FUR 

Share on Facebook 

Tweet this 

http://www.flir.com/cores/display/?id=54717 

• Tau2 162 a 160x128 with 50 Jl-pitch 

• Tau2 168 a 160x128 with 34 Jl-pitch 

Download the FUR Camera Controller GUI {http://www.flir.com/cvs/cores/view/?id=51880) 

Page 1 of 3 
Tau 2 LWIR Camera Cores I FLIR Systems 

Email this 

Share & bookmark 

(http://www.addthis.com/bookmark.php? 

v=250&pubid=webflir) 

Tau Feature Comparison 

Learn more about the 

evolution of features in FLI R's 

Tau LWIR uncooled camera 

cores. 

Check out the Comparison 

Chart 

(http://www.flir.com/cvs/cores/view/? 

id=60983) 

ELECTRICAL I MECHANICAL 

(/instrurnents/electrical/content/? 

id=66136) 

FUR TG165 (/instruments/contentf?id=64755) 

FUR E4, ES, E6 & E8 (/instruments/display/? 

id=61194) 

FUR E40, ESO & EGO {!instruments/display/? 

id=56911) 

FUR T420, T440 & T460 (/instruments/display/? 

id=62960) 

FUR T600, T620, T640 & T660 

(/instruments/display/?id=62960) 

Test & Measurement Tools 

(linstruments/displayl?id=61313) 

IR Windows (linstruments/display/?id=S0386) 

BUILDING 

(/instruments/building/content!? 

id=65320) 

FUR C2 (/instruments/contentf?id=66732) 

FUR E4, ES, E6 & E8 (/instruments/display/? 

id=61194) 

FUR E40bx, ESObx & E60bx 

{linstruments/display/?id=56911) 

FUR T420bx, T440bx, T620bx & T640bx 

(/instruments/display/?id=62960) 

GAS DETECTION SYSTEMS 

(/ogi/contentl?id=66693) 

PERSONAL VISION SYSTEMS 

(/hunting-outdoor/content!? 

id=66928) 

FUR ONE (/flirone) 

FUR FX (/flirfxlcontentf?id=65477) 

FUR Scout Series (/hunting-outdoor/content/? 

id=66928) 

FUR ThermoSight R-Series (/thermoSightRSeries/) 

MARl NE (/marine/contentl?id=66311) 

FUR First Mate II (/marine/display/?id=51292) 

FUR Ocean Scout (/marine/display/?id=67126) 

FUR BHM-Series (/marine/display/?id=60445) 

FUR MD-Series (/marine!display/?id=59356) 

FUR M-Series {lmarine/display/?id=50777) 

FUR M400 {lmarine/display/?id=67146) 

FUR Voyager (/marine/display/?id=50773) 

FUR MV-Series (/marine/display/?id=59700) 

Raymarine (http://www.raymarine.com) 

LAW ENFORCEMENT (flawenforcement/contentl?id=66956) 

FURLS-Series (/law-enforcement/display/? 

id=57065) 

FUR H-Series (/law-enforcement/display/? 

id=50691) 

FUR BH5-Series (/law-enforcement/display/? 

id=50843) 

http://www.flir.com/cores/display/?id=54717 

SECURITY (!security/content!? 

id=67507) 

FUR Thermal Security Cameras 

(/security/display/?id=44280) 

FUR Pro Security Cameras (/security/display/? 

id=69412) 

Lorex (/security/contentf?id=69444) 

SURVEILLANCE (/surveillance/) 

Airborne Systems (/surveillance/display/? 

id=64505) 

Maritime Systems (/surveillance/display/? 

id=64627) 

Land Systems (/surveillance/display/? 

id=64697) 

Tactical Vision (/surveillance/display/? 

id=64697) 

Unmanned Systems (/surveillance/display/? 

id=64697) 

THREAT DETECTION 

(/threatdetectionl) 

Chemical Detection (/threatdetection/display/? 

id=65351) 

Radiation Detection (/threatdetection/display/? 

id=65349) 

Biological Detection (/threatdetection/display/? 

id=63346) 

Explosives Detection 

(/threatdetection/display/?id=65350) 

7/12/15, 9:24AM 

ABOUT FUR (laboutFLIRI) 

About FUR (/aboutFURI) 

California Supply Chains Act 

{luploadedFiles/Corporate/Company/Californi< 

Transparency-in-Supply-Chains-Act-of2010.pdf) 

Contact Sales (/corporate/display/?id=55426) 

Newsroom 

(http://investors.flir.com/releases.cfm) 

Careers (/careers/?id=64835) 

SUPPORT (/corporate/display/? 

id=60235) 

Product Support (/corporate/display/? 

id=60235) 

Product Registration (/corporate/display/? 

id=57892) 

Warranty Information (/corporate/display/? 

id=57893) 

Product Manuals (/corporate/display/? 

id=53132) 

Training (http://www.infraredtraining.com/) 

Page 2 of 3 
Tau 2 LWIR Camera Cores I FUR Systems 

FUR GF304 (/ogi/displayl?id~S8334} 

FUR GF306 (/ogi/displayl?id~SS666} 

FUR GF309 (/ogi!display/?id~SS667} 

FUR GF300 /320 (/ogi/displayl?id~SS671} 

FUR GF343 (/ogi/display/?id~66607} 

FUR GF346 (/ogi/display/?id~S1857} 

AUTOMATION 

(/automation/content!?id=65833) 

FUR Compact A-Series (/automation/display/? 

id~S6341} 

FUR A300 I A310 (/automation/display/? 

id~41099} 

FUR A310pt I A31 Of (/automation/display/? 

id~S6385} 

FUR A31 Oex (lautomationldisplay/?id~63398} 

FUR A315/ A615 (/automation/display/? 

id~41330} 

FUR AXS (/automation/display/?id~65816} 

FUR A6604 (/automation/display/?id~65823} 

FUR G300pt (lautomation/display/?id~65463} 

FUR G300a (/automation/display/?id~65466} 

RESEARCH & DEVELOPMENT 

FIREFIGHTING (/fire/content/? 

id=69019) 

FUR K2 TIC with MSX'" (/fire/display/? 

id~68967} 

FUR K45, KSS & K65 TICs with FSX'" 

(/fire/display/?id~60239} 

ITS & TRAFFIC (/traffic/content/? 

id=66601) 

Thermal Sensors (/traffic/display/?id~62099} 

Vehicle & Pedestrian Sensors (/traffic/display/? 

id~62100} 

Video Detection Boards (/traffic/display/? 

id~62101} 

Software (/traffic/display/?id~621 02} 

(http://www.flir.com/thermography/americas/us/view/? 

id=44983) 

Industrial R&D (/science/contentl?id~66897} 

Academics & Research (/science/content/? 

id~67274} 

Non-Destructive Testing (NDT} I Materials 

Testing (/science/contentl?id~67277} 

Defense & Aerospace (/science/content/? 

id~67307} 

(http://www.flir.com} 

http://www.flir.com/cores/display/?id=54717 

OEM CORES & COMPONENTS 

(/cores/content!?id=53463) 

LWIR Uncooled Cores (!cores/display/? 

id~S1981} 

MWIR Cooled Cores (/cores/display/?id~S1956} 

SWIR Cores (/cores/display/?id~S4502} 

ROICs & Components (/cores/display/? 

id~S1859} 

Laser Components & Systems (/cores/display/? 

id~S2626} 

Pan-Tilt Systems (lmcstview/?id~S3484} 

7/12/15, 9:24AM 

2015 © FUR® Systems, Inc. All rights reserved 

Page 3 of 3 
PH T Quick Start Manual Vl7 

For NAZA-M Firmware V3.l2 

& Assistant Software V2.12 

Thank you for purchasing our product. Please visit the DJI website, PHANTOM section to confirm if the printed manual 

is the latest one according to the manual version. If not, please download and refer to the latest manual. 

Please read the entire manual strictly and follow these steps to use you product. The manual will get you ready to fly by 

doing simple operations. You can get an advanced manual from DJI website to learn more about PHANTOM, for 

example, configuring parameters by connecting to assistant software, changing the transmitter to Model, matching 

frequency between the transmitter and the receiver, etc. 

Make sure to use the NAZA-M assistant software of 2.0 version (or above 2.0} to carry out firmware upgrade and 

parameter configuration. DO NOT use the NAZA-M assistant software bellow 2.0 version. 

Note: The built-in autopilot system is NAZA-M; you can obtain the current NAZA-M Firmware Version according to the 

Assistant Software. If you ever upgrade your NAZA-M Firmware, please carefully read the corresponding NAZA-M 

release note and NAZA-M quick start guide. 

WWW.dJ!.COm 

1 I 
Content 

CONTENT .................................................................................................................................................. 2 

DISCLAIMER & WARNING ................................................................................................................. 3 

CAUTIONS FOR PRODUCT USE ..................................................................................................... 4 

TRADEMARKS .......................................................................................................................................... 4 

BATTERY USAGE & CHARGING CAUTIONS ............................................................................ 5 

IN THE BOX ............................................................................................................................................... 6 

REQUIRED ITEMS ................................................................................................................................... 6 

INTRODUCTION ..................................................................................................................................... 7 

AIRCRAFT & TRANSMITIER BASIC OPERATION ................................................................... a 

BEFORE FLYING ..................................................................................................................................... 9 

FLIGHT TEST ............................................................................................................................................ 13 

THE FLOWCHART OF FAILSAFE AND HOW TO REGAIN CONTROL ....................... 14 

LOW-VOLTAGE ALERT ...................................................................................................................... 15 

LED DESCRIPTION ............................................................................................................................... 15 

SPECIFICATIONS OF THE AIRCRAFT ......................................................................................... 16 

21 
Disclaimer & Warning 

Please read this disclaimer carefully before using the PHANTOM. By using this product, you hereby agree to this 

disclaimer and signify that you have read them fully. THIS PRODUCT IS NOT SUITABLE FOR PEOPLE UNDER THE 

AGEOF18. 

PHANTOM is an excellent flight platform offering an excellent flight experience, only if it is powered normally and in a 

good working condition. Despite the PHANTOM having a built-in autopilot system and our efforts in making the 

operation of the controller as safe as possible when the main power battery is connected, we strongly recommend 

users to remove all propellers when calibrating and setting parameters. Make sure all connections are good, and keep 

children and animals away during firmware upgrade, system calibration and parameter setup. DJI Innovations accepts 

no liability for damage(s) or injuries incurred directly or indirectly from the use of this product in the following 

conditions: 

1. Damage(s) or injuries incurred when users are drunk, taking drugs, drug anesthesia, dizziness, fatigue, nausea and 

any other conditions no matter physically or mentally that could impair your ability. 

2. Damage(s) or injuries caused by subjective intentional operations. 

3. Any mental damage compensation caused by accident. 

4. Failure to follow the guidance of the manual to assemble or operate. 

5. Malfunctions caused by refit or replacement with non-DJI accessories and parts. 

6. Damage(s) or injuries caused by using third party products or fake DJI products. 

7. Damage(s) or injuries caused by mis-operation or subjective mis-judgment. 

8. Damage(s) or injuries caused by mechanical failures due to erosion, aging. 

9. Damage(s) or injuries caused by continued flying after low- voltage protection alert is triggered. 

10. Damage(s) or injuries caused by knowingly flying the aircraft in abnormal condition (such as water, oil, soil, sand 

and other unknown material ingress into the aircraft or the assembly is not completed, the main components have 

obvious faults, obvious defect or missing accessories). 

11. Damage(s) or injuries caused by flying in the following situations such as the aircraft in magnetic interference area, 

radio interference area, government regulated no-fly zones or the pilot is in backlight, blocked, fuzzy sight, and 

poor eyesight is not suitable for operating and other conditions not suitable for operating. 

12. Damage{s) or injuries caused by using in bad weather, such as a rainy day or windy (more than moderate breeze), 

snow, hai I, lightning, tornadoes, hurricanes etc. 

13. Damage(s) or injuries caused when the aircraft is in the following situations: collision, fire, explosion, floods, 

tsunamis, subsidence, ice trapped, avalanche, debris flow, landslide, earthquake, etc. 

14. Damage(s) or injuries caused by infringement such as any data, audio or video material recorded by the use of 

aircraft. 

15. Damage(s) or injuries caused by the misuse of the battery, protection circuit, RC model and battery chargers. 

16. Other losses that are not covered by the scope of DJII nnovations liability. 

31 
Cautions for Product Use 

following steps carefully every time before 

Before use of the product, please accept some flight training (Using a simulator to practice flying, getting 

instruction from a professional person, etc.). 

,-::_ Check that all parts of the multi-rotor are in good condition before flight. Do not fly with aging or broken parts. 

Check that the propellers and the motors are installed correctly and firmly before flight. Make sure the rotation 

direction of each propeller is correct Do not get close to or even touch the working motors and propellers to 

avoid serious injury. 

4. Do not over load the multi-rotor (should be less than l200g). 

5 Make sure that the transmitter battery and flight battery are fully charged. 

o. Try to avoid interference between the remote control transmitter and other wireless equipment 

7. Make sure to switch on the transmitter first, then power on the multi-rotor before takeoff! Power off the 

multi-rotor first, then switch off the transmitter after landing! 

8. The fast rotating propellers of PHANTOM will cause serious damage and injury. Always fly the multi-rotor 3m or 

above away from you and unsafe conditions, such as obstacles, crowds, high-voltage lines, etc. FLY 

RESPONSIBLY. 

9. All parts must be kept out of the reach of children to avoid CHOKE HAZARD; if a child accidentally swallows any 

part you should immediately seek medical assistance. 

"10. Please always keep the compass module away from the magnet. Otherwise it may damage the compass module 

and lead the aircraft to work abnormally or even be out of control. 

If you have any problem you cannot solve during installation, please contact a DJI Authorized Dealer. 

Trademarks 

DJI and PHANTOM are registered trademarks of DJI Innovations. Names of product, brand, etc., appearing in this 

manual are trademarks or registered trademarks of their respective owner companies. This product and manual are 

copyrighted by DJI Innovations with all rights reserved. No part of this product or manual shall be reproduced in any 

form without the prior written consent or authorization of DJl Innovations. No patent liability is assumed with respect to 

the use of the product or information contained herein. 

41 
Battery Usage & Charging Cautions 

1. Do not put the battery into water; store the battery in a cool and dry environment. 

2. Only use the correctly specified batteries 

3. Batteries must be kept out of the reach of children; if a child accidentally swallows the battery you should 

immediately seek medical assistance. 

4. Do not use or store the battery near fire. 

5. Battery should be charged with proper standard charger. 

6. Do not connect the battery reversed in positive and negative terminals in the charger or equipment. 

7. Do not connect the battery directly to the wall plugs or vehicle-mounted socket. 

8. Do not put the battery into a fire or heat the battery. 

9. Do not let the battery terminals (+and-) touch together to cause short-circuit. 

10. Do not transport or store the battery together with metal objects. 

11. Do not hit or throw the battery. 

12. Do not weld the battery terminals together. 

13. Do not drive a nail in, hit with a hammer, or stomp on the battery. 

14. Do not disassemble or alter the battery. 

15. Do not use or store the battery in extreme heat environments, such as direct sunlight or in the car in hot weather. 

Otherwise, the battery will overheat, may cause fire (or self-ignite), this will affect the performance of the battery, 

shorten the service life of the battery. 

16. Do not use the battery in strong electrostatic areas, otherwise the electronic protection may be damaged which 

may cause a hazard. 

17. If you get the battery electrolyte leakage into your eyes, don't rub, first wash your eyes with clean water then seek 

medical assistance immediately. If not handled in a timely manner, eyes could be damaged. 

18. Do not use the battery when it emits an odour, high temperature, deformation, change in colour or other 

abnormal phenomena; if the battery is in use or charging, you should stop charging or using immediately. 

19. If the battery terminal gets dirty, please clean it with a dry cloth before using. Otherwise it will cause a poor 

contact, thus causing energy loss or inability to charge. 

20. Discarded battery could lead to a fire; you should completely discharge the battery and wrap the output terminal 

with insulating tape before discarding. 

51 
In the Box 

Aircraft Transmitter 

Frame for Camera Propellers 

USB Cable Screw Package (lv13x6} 

Re uired Items 

Phillips Screwdriver 5# AA Batteries 

D 

Landing Gear 

{with Compass lvlodule} 

Assistant Wrench 

II 

Accessory 

a 

61 
Introduction 

The PHANTOM is an ail-in-one small Quad Copter designed for muiti-rotor enthusiasts. Before shipping from the 

factory, it has been configured and fully tested, which means you have no configuration to do. 

e Built-in 

• 

./ NAZA-M Autopilot System 

(Refer to NAZA-M manual for details) 

./ GPS & Compass Module 

./ R/C Receiver 

./ Power System for Flight 

./ LED Indicator 

./ USB Interface 

{in the Battery Compartment) 

Function 

./ ATTI./GPSATTI.Mode 

./ Intelligent Orientation Control 

./ Enhanced Fail-Safe 

./ Low-Voltage Alert 

e Camera Frame (For Go Pro) 

e Takeoff Weight:<l200g 

Antenna~--;_, IOC Switch---, 

52 

.-----~:::.;~rtment rNose Direction //""- Mark 

Camera Mounting ___ _ 

Frame 

lli=I------AdhesiveTape 

Iii •!-------Landing Gear 

\11':1--------compau 

Control Mode 

!Switch 

./ Working Frequency: 2.4GHz ISM 

./ Control Channel Numbers of Transmitter: 7 

./ Communication Distance: lOOOm ~ 51 fJGPS 

~ATTI 

BAm 

./ Receiver Sensitivity(l%PER): > -lOOdBm 

;Joystick ./ Power Consumption of Transmitter:< 20d8m 

./ Working Current/Voltage: 52 mA@6V 

./ M Battery (5#): 4 Required 

71 
Aircraft & Transmitter Basic Operation 

Definitions 

8 Stick neutral position and stick released means the stick ofT ransmitter is pushed to the central position. 

8 Command Stick means the stick ofT ransmitter is pushed away from the central position. t<-~- • 

j 1 Aircraft - ! Transmitter l ~ . . 1 GPS A TTl. Mode/ A TTl. Mode ! : 1 ( _.,s the nose dorectlon ) j ' ~--------,--·~-·--·----------...,----.. ------~-----------·--·-···---·-·-·--i 

j , I j Throttle stick is for aircraft up& down control. The aircraft will hold j 

! ll I ~ i the height automatically if the stick is centered. You should Push I 

i ~ ' ~ ~ ' the throttle stick to the neutral position to take-off the multi-rotor. I l J. ;g Note that the stick returns to the central position when released ' 

1 l~--~/ < • , for the transmitter V3.5. For the version below 3.5, the stick l 

' ' . l f-·····-----1------------- ! -~not ~~the c~t~! pos_itioo:_ wh':!:' reJ~~ed. _____ , __________ l 

! i] J_ ~/-"\ 

1 Yawstickisforaircraftruddercontrol. i 

I .. J "' t lilt Command stick controls the angular velocity of the aircraft, with I 

l i the maximum rudder angular velocity of 200./s. Left stick i 

I I command gives counter clock-wise rotation of the aircraft, & vice I 

l 

t·~--·---·~-+-~-~----------- ! ~:---~-~---~----·----------~--~-~~~-~-·1 l 

~~~~ Roll stick is for aircraft left/right control and Pitch stick is for • ! ! {,,...,;;,~}1 front/back control. Command stick controls the angle of the \ 

I '\,...,;;,~AI!"' ! aircraft. Stick neutral position is foro·, its endpoint is 35'. The roll _,,-··'·'. 

GPS A TTl. A TTl. A TTl. 

{Manual or 

Failsafe is 

selectable 

! and pitch sticks return to the central position when released. , 

• In GPS Mode, the aircraft will hover {hold horizontal position) 

• :h:~~c:::~:::ircraft will keep attitude stabilizing without l 

! 

horizontal position {different from hover in GPS Mode). l i 

3-position switch {Sl) on the Transmitter for ·.:;;ode c:~~rol. On;;1 

after Compass Module connection and Compass calibration, GPS I 

A TTl. Mode is available. Otherwise, all switch positions are for I 

i ATTI. Mode. Pay attention because the GPS ATTI. Mode is ' 

dependent on the number of GPS satellites acquired by the main 

controller. Refer to the LED Indicator. When GPS signal has been 

lost for 3s, system enters ATTI. Mode automatically. You can 

enable the Manual Mode or FailSafe {also known as One-key I 

Go-home) in the assistant software.>Basic->R/C->Cont~ol M~t!.:>..: _ _j 

3-position switch {S2) on the Transmitter for Intelligent I 

Orientation Control {IOC). Set the switch to OFF in basic flight. ! 

This function is defaulted to off. If you want to use this function ! 

refer to the advanced manual, and enable it in the assistant j 

software. Use IOC when you are familiar with basic flight. ___j 

You can change the operation mode of the Transmitter according to the advanced manual if necessary. 

81 
Before Flying 

,.~Installing th_! T~itte! Ba~es ·-· ~----~------- 1. Open the battery compartment cover of the Transmitter. 

I 2. lnsta114x AA battery {5#) in accordance with the+/- pole. I l. 3~-Close the battery compartment cover of the Transmitter. I ; >=-~~ 

·----=-- ~ 

• ~)C; l-JOT use the PH.AHTCH--i t~·ansmitter {:E.celver} \'V~th the other thin] party n:::rr:c;~e control e-quiprnen':. 

• Risk of explosion if replaced by an incorrect type. 

• Dispose of used batteries according to the instructions. 

• Remove the batteries after use. 

I 

i 

I ~ I • When the voltage is lower than 4V, the transmitter will alarm with sound of "BB ... __ ", please change the 

~ batt;:!es. -· 

2 Battery Charging - LiPo Battery 

Please use the full charged battery of 3S LiPo. 

(Recommended parameters: 733496 · 2200Jv!AH-20C - ll.lV.) 

3. Fitting the Propeller 

_____ j 

! 

l. First prepare the aircraft and the propellers {original 8-inch). l 

2. Assemble the propellers (the side with rotary mark facing up) to the aircraft. Jvlake sure the rotary mark on the i 

:::•' ;, <ho ~m• M u,. ~"' oo "'• rn.mo ~. Th• ·~· •, u;"""'" ''"''' "" .,. wfotiog u;~dho of "'•I ,2!~~:e propeller nuts. ___ j 

i DO NOT use thread locker when mounting the propellers, just tighten the screws is enough. 

'----------

91 
4. Mount the Landing Gear with the Compass Module if Required 

If the GPS A TTl. Mode is desired, you must first mount the landing gear which contains the Compass Module. 

l. Prepare the aircraft and the landing gear. 

2. Mount the landing gear with the Compass Module to the right part (shown as the following chart); make sure the 

5-pin cable is through the hole of the landing gear. Fix the landing gear with screws (M3x6), and then connect the 

5-pin cable to the Compass Module. 

3. Mount the other landing gear to the left part. 

4. Fix the antenna and the 5-pin cable on both landing gear by using the white adhesive tape. 

Landing Gear Mounting Compass Module Connecting 

• When flying, please make sure the compass module is stationary and firm. 

• If the Landing Gear with the compass module mount on has been deformed, please replace it with a new one and 

mount it as the procedures above. 

e The compass module is not waterproof, and not anti-oil. 

5. Tum on the Transmitter 

l. Set the IOC and Control Mode switch to the top position. 

2. Turn on the power switch of the Transmitter 

10 I 
6. Power on the Aircraft ------ l. Place the aircraft on the ground 

2. Open the battery compartment cover of the aircraft. 

3. Put the battery into the compartment with the power cord facing outward. 

4. Connect the battery and aircraft by the power lead and make sure the ESC 's work properly. {Correct sound) 

5. Keep the sticks of the Transmitter and the Aircraft stationary until the system start and self-check has finished 

6. Put the power cable into the battery compartment. 

7. Close the battery compartment cover. 

8. The LED may blink Yellow 4 times quickly (0®®0). Start motor is disable during LED blinking Yellow 4 times 

quickly (0000), as the system is warming up. 

Notes 

• After the system start and self-checking has finished, if the LED blinks Red, Yetfow and Green continually, that 

means the IMU data is abnormal. The PHANTOM will not work, please connect to the Assistant Software and 

compass error is too big, it can be caused by the following three cases. Please connect to the Assistant Software, 

select the "tools" tab and follow the tips of the "IMU Calibration" to do operation. 

l. There are ferromagnetic substance around; first make sure that the compass has been calibrated correctly, you 

can lift the aircraft up (about lm from the ground), and stay away from the surrounding possible ferromagnetic 

material object, if there is no red and yellow flashing after lifting it up about lm from the ground, then it will not 

affect the flight. 

2. The compass module had been put near a magnet; in this situation please timely replace the compass for a new 

one, otherwise it will lead to some abnormal action, or even loss of control. 

3. The compass is not properly calibrated; in this situation please calibrate the compass correctly again, please see 

the GPS compass calibration for details. 

ll I 
7. GPS & Compass Calibration 

If the Compass Module is not used, you can skip this step. 

The GPS module has a built-in magnetic field sensor for measuring the geomagnetic field, which is not the same in 

different areas. The GPS module will not work unless the Compass Module has been connected. Make sure the 

Compass Module connections are correct. 

Please always keep the compass module away from the magnet. If this situation occurs please change the compass 

module before flying. Otherwise it may damage the compass module and lead the aircraft to work abnormally or even 

be out of control. 

ferromagnetic substance and other electronic equipment when calibrating or flying. If you keep having calibration 

failure, it might suggest that there is magnetic interference or other ferromagnetic substance, please avoid flying in this 

area. 

l. Quickly switch the control mode switch from Am Mode to GPS ATTL 

Mode and back to A TTl Mode for 6 to 10 times, The LED indicator will turn 

to constantly yellow. 

2. Rotate your aircraft around the horizontal axis (about 360"} until the LED 

changes to constant green, and then go to the next step. 

3. Hold your aircraft vertically and rotate it (its nose is downward) around the 

vertical axis (about 360°) until the LED turns off, meaning the calibration is 

finished. 

4. If the calibration was successful, calibration mode will exit automatically. If the 

calibration has failed, the LED keeps flashing quickly Red. Switch the control 

. mode switch one time to cancel the calibration, and then re-start from step l. -·------

GPSATII.Mode 

' ATII.Mode I 

r--------------------------------1 

! A Til. Mode->GPS A Til. Mode_, ! 

l I i A TTl. Mode is one time , quickly ~ 

' l 

J switch 6 to 10 times ! i _____ j 

Horizontal Rotation Vertical Rotation 

12 I 
L 

----1 

If in GPS A Til. Mode, place the aircraft in an open space without buildings or trees. Take off the aircraft 

after 6 or more GPS satellites are found (Red LED blinks once or no blinking). If in A Til. Mode, you can skip 

this step. 

2. Place the aircraft 3 meters away from you and others, to avoid accidental injury. 

3. Start-up 

./ Switch on the transmitter first, then power on multi-rotor! Keep the aircraft stationary until the system 

start and self-check has finished . 

./ Please wait for the system to warm up gradually with the LED blinks Yellow 4 times quickly (®®00). You 

should not start the motors until the blinking disappears. 

./ Keep the aircraft stationary, and execute the CSC to start the motors . 

./ Release the yaw, roll and pitch sticks and keep them at the neutral position, at the same time raise the 

throttle stick from the bottom. The motors will stop if you do not push the throttle stick from the bottom 

within 3 sec and you will need to re-start the motors . 

./ 

./ 

4. 

5. 

Keep raising the throttle stick until all the rotors are working, push the throttle stick to the mid position 

and then take-off your multi-rotor gently, pay attention not to push the stick excessively . 

Pay attention to the aircraft movement at any time, and use the sticks to adjust the aircraft's position. 

Keep the yaw, roll, pitch and throttle sticks at the mid position to hover the aircraft at desired height. 

Lower the aircraft slowly until touch down is achieved. The motors will stop automatically after 3 seconds, or 

you can repeat the start-up stick command to stop the motors sooner. 

Please a !ways power off the aircraft first, and then switch off the transmitter after landing. 

FLYiNG NOTES ! ! ! 

r----------------------------------------------------------------------------------, I ·/ .t;t thE~ f~rst motors st-s~t, the system ;.vi!l ch2ck the- s-ensors Bias and ycu are a2.ked t-:::; keep the ,3ircraft 

keep the aircraft stationary ch..;6ng .start~;:g motors. 

times), systE:ni enters_!::.., i ~ L Mode automatically. 

may be magnetized . 

./ DO NOT fly near to ferromagnetic substances, to avoid strong magnetic interference with the GPS . 

./ It is recommended to land the aircraft slowly, to prevent the aircraft from damage when landing . 

./ If the Transmitter indicates low-battery alert, please land ASAP.In this condition the Transmitter may cause 

the aircraft to go out of control or even crash. 

13 I 
The flowchart of failsafe and how to regain control 

An introduction of Go-Home and Landing. 

Signal lost 

Stay hover 

A 

Home-point: Every time you power on, after first motors start, and if 6 or more GPS satellites are found (Red light blinks 

once or no blinking) for 10 seconds, the current position of multi-rotor will be saved as home-point by MC automatically. 

1. Please make sure to record the home-point during flight, and clearly know where it is. 

Note 2. During go-home the nose direction of the aircraft is facing toward the home-point, and the aircraft is 

flying directly from the current position to the home-point. 

The flowchart of failsafe and how to regain control(the following content is for the firmware v3.12) 

This section will demonstrate the working logic of failsafe and how to regain control. 

The following description is effective only when: 

l. The aircraft is in flight. 

2 The GPS works normally and signal is GOOD (;,6 satellite, the LED blinks a single red light or 

no red light}. ,-----·--·----------------------------------------. 

[Attitude Mode: 0) the aircraft will level its attitude immediately {2) 3 sees ! ~ ) 

j G) The aircraft ;~later, failsafe is triggered and aircraft wjJI start to go home. (3) If signal is ~~Attitude Mo.de: In Attit\lde M~de as soon ! 

j flies far away, 1 i f.~~i .. '?:_d_d_u_r_in_g ~?~-~~~~~~~~_:~-~-:~~rn_a_l fl_i~~t_i_m_m.:_~~~-=~~:--.---··-- _ .~ ! as you get s1gnal )'Ou can rega1n control. j 

I transmitter is on n fGPSMode:0) the aircraft ~i~!~;-d;~-;:;~nd hover. (2)if the sig~;iis--: :~~~e signal is f ~ ~restored within 3 seconds {transmitter and receiver connected), the 1 ; GPS Mode: switch the transmitter mode i 

'-------'i L.k-! system will immediately return to normal operation; does not enter ~switch Sl to the middle position (A TTl. ! 

l failsafe. (3) if not reconnected within 3sec, the system will enter failsafe, ~ f Mode). if the receiver is connected, then 1 

~~hen even if the sig~al is res~ored, the system will not exit failsafe. ; you will regain control. 

"!{"'2') o"""'ne-p-os"'it:-:-io-n-o"'f,-s-w"'it_.;ch;::S;:;lc;is::s::et::::::; 

l

as "Failsafe" in the Assistant 

software, and you toggle the Sl to 

~~ion during-flight. 

~ . • ~ iSwitch the transmitter mode switch Sl to ::Thealrcraftw•llslowdownandhover.Thenthesystem ~th 'ddle ·r (ATTI M d) th ! wiJI enter failsafe mode after 3 seconds.. ; · { e m~U P?SI !On 1 • 0 e • en 

L.-----·-··--·----------··---···----·-------·---· j you w1 rega•n contra. 

!In this case, the behavior of the aircraft is the same as in the above 

{condition. 

~If you want the aircraft to Return Home, please do not turn the 

I transmitter back on within 3 seconds~. otherwise the aircraft will exit 

! If you choose to turn off the transmitter, I ! . J you must be pretty sure that you know ' 

~how to regain control. Here we offer a 1 f method. please read carefully. I failsafe mode immediately. 

~~~~~~==~==~~ ~ ! We strongly recommend you DO NOT try "Turn off the transmitter" , because \When you turn off the transmitter, use the following ! there are three types of risk: ~method to regain control: 

~ (1) You must be pretty clear whether the Home-point is OK for landing or not. (You i(]) Switch the transmitter Sl switch to GPS. position . 

. have to understand the definition of Home-point well and the working process of ~ (

2) and then put the throttle stick to lowest position, ! failsafe) ! you can now turn the transmitter back on (greater than 

! (2) If there are tall buildings around, the aircraft may be obstructed on the way. ~Ssecs after switching off, important), then put throttle 

! (3) When GPS si nal is bad or GPS is not workin , failsafe will not work. ~stick to the center position immediately. If you hear the 

l Note: if you start the motors, but do not push the throttle to take~off the aircraft. in hransmitter alarm. make sure the throttle stick is at the 

this case it is very dangerous to turn off the transmitter. because the aircraft will take t bottom position before moving to the center position. 

off automatically, so do not try this. H3) then you can switch the transmitter S1 switch to the 

~ If signal lost for more than 3 seconds failsafe will be triggered. if signal regained ~middle position (A TTl. Mode) to regain control. 

within 3 seconds it will exit failsafe immediately. 

14 I 
Low-Voltage Alert is to indicate that the battery cannot provide enough power for the aircraft, in order to warn 1 

you to land the aircraft ASAP. There are both first level and second level protections. lt is root '<>'fun. you shou;d 

In A TTl. Mode & GPS A TTI.IVIode. 

¥" The first level protection has LED warning. 

¥" During second level protection the aircraft will land automatically with LED warning. Meanwhile the center 

point of throttle stick will move up slowly to 90% of endpoint, you should land ASAP to prevent your aircraft 

from crashing! When the center point is at 90% of endpoint, aircraft wiJJ still ascend slowly if you continue to 

~-':'I the throttle stick, and the control of Pitch, Roll and Yaw are the same as before. 

(l) Configure the FailSafe function in the assistant software -> "Advanced" -• "F/S' and read the 

instruction thoroughly and carefully. 

(2) Configure the Low-Voltage Alert function in the assistant software-> "Advanced"-> "Voltage" and 

read the instruction thoroughly and carefully. 

I 

l 

I 

I 

! 

I 

I 

...i 

15 I 
ESC Sound Introduction 

Transmitter State Introduction 

16 I 
CE Statement 

Due to the used enclosure material, the device shall only be connected to a USB Interface of version 2.0 or higher. The 

connection to so called power USB is prohibited. 

CAUTION RISK OF EXPLOSION IF BATIERY IS REPLACED BY AN INCORRECT TYPE. DISPOSE OF USED 

BA TIERIES ACCORDING TO THE INSTRUCTIONS. 

Hereby, DJI Innovations Corporation declares that this device is in compliance with the essential requirements and 

other relevant provisions of Directive 1999/5/EC. 

( € 0700 

FCC Statement 

This equipment complies with FCC RF radiation exposure limits set forth for an uncontrolled environment. 

This device complies with part 15 of the FCC rules. Operation is subject to the following two conditions: (l) this device 

may not cause harmful interference, and (2) this device must accept any interference received, including interference 

that may cause undesired operation. 

NOTE: The manufacturer is not responsible for any radio or TV interference caused by unauthorized modifications or 

changes to this equipment. Such modifications or changes could void the user's authority to operate the equipment. 

NOTE: This equipment has been tested and found to comply with the limits for a Class B digital device, pursuant to part 

15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful interference in a 

residential installation. This equipment generates uses and can radiate radio frequency energy and, if not installed and 

used in accordance with the instructions, may cause harmful interference to radio communications. However, there is no 

guarantee that interference will not occur in a particular installation. If this equipment does cause harmful interference 

to radio or television reception, which can be detenmined by turning the equipment off and on, the user is encouraged 

to try to correct the interference by one or more of the following measures: 

- Reorient or relocate the receiving antenna. 

- Increase the separation between the equipment and receiver. 

-Connect the equipment into an outlet on a circuit different from that to which the receiver is connected. 

-Consult the dealer or an experienced radio/TV technician for help. 

17 I