1

Oct. 9, 2015

Department of	Transportation	Docket Management	System

1200	New	Jersey	Ave.,	SE	Washington, DC 20590

HoveCon

Basil	Yap

3136	Dixon	Rd.

Durham,	NC	27707

(919)	619-7782

basilyap@gmail.com

Re: Exemption Request	Section 333 of	the FAA	Reform Act of 2012	

To whom it may concern,

Pursuant	to Section 333 of the	FAA Modernization and Reform Act of 2012, Basil	Yap	doing business as

HoveCon,	an operator of	small Unmanned	Aircraft	Systems	(sUAS),	respectfully	request an exemption

from the Federal	Aviation Regulations (“FARs”)	detailed	below for the	following described	small

Unmanned	Aircraft	Systems, which include	an Unmanned	Aircraft	(UA) and ground station-based

equipment and crew.

DJI	Phantom	3	

The Phantom	3	is	a	quadcopter for	aerial	photography	and	filmmaking.		It	includes	a	high-quality	camera,	

custom-built	remote	controller,	and	Intelligent	Flight	Battery,	and	is	compatible	with	DJI	GO	app	for	

model	devices,	which	will	stream	live	HD	video	over	WiFi	as	you	fly.		Critical	flight	data	is	collected,	

computed	and	communicated	to	the	entire	aircraft	in	real	time.

DJI	Inspire	1

The	Inspire	1	is	a quadcopter	capable	of	capturing	4K	video	and	transmitting	an	HD	video	signal	(up	to	

2km)	to	multiple	devices	straight	out	of	the	box.	Equipped	with	retractable	landing	gear,	it	can	capture	an	

unobstructed	360	degree	view	from	its	camera.	The	built-in	camera	has	an	integrated	gimbal	to	maximize	

stability	and	weight	efficiency	while	minimizing	space.	When	no	GPS signal	is	available,	Vision	Positioning	

technology	provides	hovering	precision.

3D	Robotics	- Solo

Solo	is	a	small	unmanned	aerial	vehicle	powered	by	four	motors	and	four	propellers.	Solo’s	onboard	

computers	control	navigation,	attitude,	and	communications	in	flight	while	sending	real-time	telemetry	

and	video	output	and	receiving	control	inputs	over	the	3DR	Link	secure	Wi-Fi	network.	Solo	is	optimized	

for	capturing	aerial	video	using	a	GoPro®	HERO	camera.
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Description of Proposed Operations

The	requested exemption would permit commercial operations of HoveCon,	the	ability to perform

precision aerial inspections or surveys that consist	of still	photographs or video taken by	an	onboard

camera.	Operations and applications we seek	for these	sUAS	and associated data	processing	functions	

include aerial photography, mapping,	structural inspections,	pipelines and other oil and gas	related	

inspections,	real estate marketing, surveys	and other flight	operations	that	could be	performed	safely and

more cost effectively with the	use of sUAS at	low altitude	within the U.S.	national	airspace	system as	

compared to a manned	aircraft. Use of	sUAS for these operations reduces the need to operate	

conventional aircraft or other	equipment	for	the same	purpose and provides very	high quality imagery	at	

a	fraction of the	cost	of the	same operations using conventional means. Likewise, inspections of	

structures can be safely	performed	without endangering the	inspector or	inhibiting local	industrial or	

public	operations with	ladders,	lifts or other	equipment.	These	savings	result in	enhanced	efficiency and	

productivity for the	affected activities, as	well	as environmental	benefits and potential savings	in	both	

cost and hazards	to the public.

The	proposed sUAS operations	will be	limited to daytime	Visual	Flight	Rule (“VFR”)	conditions,	within	

visual	line-of-sight	("VLOS") of the operator,	in Class	G airspace, and will	occur	at	least 5 miles away	from	

an airport, unless	prior	contact	to Air Traffic Control or	the	airport manager has	been made.	In addition	to

the	fail	safe	systems	programmed	in each UAS, HoveCon incorporates redundant	safeguards	to	assure	

that the aircraft does	not travel outside the controlled	area of	UAS operations,	including GPS	"geofencing"	technologies.

Name	and	address	of	the	petitioner	is:

HoveCon

Attn:	Basil	Yap

3136	Dixon	Rd.

Durham,	NC	27707

Regulations from which	exemption is requested:

14 C.F.R. Part	21 Subpart	H - Airworthiness Certificates

14 C.F.R. 45.23 - Display of marks;	general

14 C.F.R. 61.113	(a) &	(b) - Private	pilot	privileges and limitations: Pilot	in command

14 C.F.R. 91.7	(a) – Civil Aircraft	Airworthiness

14 CFR § 91.9(b)(2):	Civil Aircraft Flight Manual	in the Aircraft

14 C.F.R. 91.9	(c) – Marking of	Aircraft

14 C.F.R. 91.103	– Preflight Actions

14 C.F.R. 91.109 – Flight	instruction

14 C.F.R. 91.119	– Minimum safe	altitudes: General

14 C.F.R. 91.121	– Altimeter	settings

14 C.F.R. 91.151	– Fuel	requirements for	flights in Visual	Flight	Rules (VFR)	conditions

14 C.F.R. 91.203	(a)(1) – Civil aircraft: certification required

14 C.F.R. 91.405	– Maintenance required

14 C.F.R. 91.407	– Operation after maintenance, preventative maintenance, rebuilding,	and

alteration

14 C.F.R. 91.409	– Inspections

14 C.F.R. 91.417	– Maintenance records
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1.	HoveCon seeks exemption from the requirements of 14 CFR Part 21, Subpart	H:	Airworthiness

Certificates and	14	CFR § 91.203(a) (1)

Section 91.203(a)	(1) requires all civil aircraft	to have a certificate of	airworthiness.	Part 21,	Subpart	H,	

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

airworthiness certificates	as	required by FAR § 91.203(a)(1).	Given	the size of	the aircraft (typically	less	

than 10 lbs.,	and always	less than 55	lbs.)	and the limited operating area	associated with	its	utilization,	it

is	unnecessary	to go through the	certificate of	airworthiness process	under	Part 21	Subpart	H to achieve

or exceed	current	safety levels.

Such	an exemption meets the	requirements of an	equivalent	level of	safety under Part 11	and	Section 333

of the	Reform Act.	The	Federal	Aviation Act and Section 333 of	the	Reform Act both	authorize	the	FAA	to

exempt	aircraft from the	requirement for an	airworthiness certificate, upon	consideration of	the	size,

weight,	speed, operational	capability,	and proximity to airports and populated	areas of	the UAS involved.

In this	case,	an	analysis of	these criteria demonstrates that the sUAS operated	without	an	airworthiness

certificate,	under	the	conditions	proposed	herein, will	be at	least	as	safe, or safer, than a	conventional

aircraft (fixed	wing or rotorcraft) with	an airworthiness certificate. The sUAS	weighs	less	than 55 lbs. fully	

loaded. It will	not carry	a pilot or	passenger, will	not carry flammable	fuel,	and will	operate	exclusively

within an area pre-disclosed	and in compliance with	conditions	set	forth	herein.	Operations	under	this

exemption will	be tightly controlled	and monitored	by	both the operator,	and by	local	public	safety	

requirements. The	FAA will	have advance notice of	all operations	through the	filing of	NOTAMs. Receipt of	

the prior permission of	the land owner,	the	size of the	aircraft,	the	lack of	flammable	fuel, and the fact

that the	aircraft	is carried to the	location and not	flown	there	all establish	the	equivalent	level	of safety.	

The sUAS	provides at least	an equivalent, and most	likely	exceeds,	level of	safety to that of such

operations	being conducted with conventional	aircraft that would be substantially	larger	and would be	

carrying passengers, cargo, and flammable	fuel.

2.	HoveCon seeks exemption from the requirements of 14 CFR § 45.23	& 91.9(c): Marking of	the Aircraft

Regulation 45.23 provides:

(a)	Each operator of an	aircraft	must	display on that	aircraft, marks consisting of	the	Roman capital letter

“N” (denoting United States registration) followed	by	the	registration number	of the	aircraft.	Each	suffix	

letter	used	in the marks	displayed	must	also be a	Roman capital	letter.

(b)	When marks	include only	the Roman capital	letter “N” and the	registration number	is displayed on	

limited, restricted or	light-sport	category aircraft or experimental	or	provisionally certificated aircraft,	the	

operator must also	display	on that	aircraft	near	each entrance	to the	cabin, cockpit, or	pilot station,	in

letters	not	less	than 2	inches	nor more	than 6	inches	high,	the words “limited,” “restricted,” “light- sport,”

“experimental,” or “provisional,” as	applicable.

Regulation 91.9(c) provides:

No person may operate a U.S.-registered civil aircraft unless	that aircraft is identified	in accordance with

part	45 of	this chapter.

The	sUAS	has no entrance to the cabin,	cockpit, or	pilot	station on which the markings	can be placed.	

Given the	size of the sUAS, two-inch	lettering will	be	impossible.	Official marking systems	for sUAS	have	

not yet been established for	operations	inside	the NAS. HoveCon is	prepared	to	mark the sUAS	with	the

name of	the organization and location or	origin and fulfill any other	request	by the FAA	to this	topic	in

accordance to § 45.29(f) where	the	pilot,	observer, and others working with the sUAS will	see	the	
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identification of the sUAS.

The	FAA	has	issued	the following exemptions	to this regulation; see Exemption Nos.	8738, 10167,	10167A,	

10700,	11256,	and	11251.

3.	HoveCon seeks exemption from the requirements of 14 CFR § 61.113(a)	& (b); Private	Pilot	Privileges

and Limitations;

This	regulation	restricts private pilot certificate	holders	from flying aircraft for compensation or	hire, and	

would also require	a	second class medical certificate. The	purpose	of	Part 61	is	to ensure	that the skill	and

competency of	any PIC matches the	airspace	in which the PIC	will	be operating,	as	well as	requiring	

certifications	if the	private pilot	is carrying passengers or	cargo for	hire.	In this	case, while	the sUAS will	be	

operated as	part of	a commercial operation, it carries neither	passengers	nor cargo.	In the Grant of	

Exemption to Astraeus	Aerial,	the	FAA determined that	the	unique characteristics of sUAS	operation	

outside of controlled airspace did not	warrant	the	additional cost and restrictions with	requiring	the PIC	

to have	a Commercial Pilot Certificate	and Class	II Medical Certificate. The	fulfillment	of the additional	

requirements	for	a private pilot	to become	qualified as	a	commercial	pilot would not	lead to any	

additional	safety benefits when	sUAS operations	are involved.

The	equivalent	level of	safety is the restrictions HoveCon has	placed on its	sUAS operations.	HoveCon will

operate	on private	property away from persons	and property	not	involved	in the	operation.	HoveCon will	

also obtain an	ATO issued	COA	prior	to conducting any operations	under	this	Grant of	Exemption unless	

the	operation	can	be	captured	within	the	confines	of	the	“blanket”	200-foot	COA.	

In addition to these flight restrictions,	HoveCon will	further ensure safe operation by requiring	that	any

PIC	be	thoroughly versed	not only	in	airspace and communication issues pertaining to all	aircraft

operators	but also in the	unique	aspects of sUAS flight.	Our PICs will	have experience not only in	general	

sUAS operations, but	have logged	flight time	in the	specific make	and model	used	for	the	operations	

before	they	are permitted to participate in commercial	flights on behalf	of HoveCon.	HoveCon pilots are

competent and proficient	in the	UAS they are operating. HoveCon’s	training and qualification

requirements	are	consistent with those contained	in prior	FAA	Section 333	Grants of	Exemption, and will	

provide	a higher	level of	competency and proficiency	for	its pilots	and will	ensure	at least an	equivalent	

level of safety.

4.	HoveCon seeks exemption from the requirements of 14 CFR § 91.7(a): Civil	aircraft	airworthiness.

This	regulation requires that	no person may operate a	civil aircraft	unless	it is	in airworthy condition.	

Should the	exemption be	granted allowing commercial	operation of sUAS	without	an	airworthiness	

certificate,	no standard will exist for airworthiness	of the sUAS. Given	the	size of the sUAS	and the	

previous COAs issued for	similar sUAS, an	equivalent	level of safety will be	achieved	by	ensuring

compliance with	the	given sUAS	manuals and use of	safety checklists prior	to each flight.

5.	HoveCon seeks exemption from the requirements of 14 CFR § 91.9(b)(2): Civil	Aircraft	Flight	Manual	

in the Aircraft.

The	regulation provides:

No person may operate a U.S.-registered civil aircraft ...

(2)	For which an	Airplane or	Rotorcraft	Flight Manual	is	not	required by §21.5 of this	chapter,	
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unless	there	is	available	in the	aircraft	a	current	approved	airplane	or Rotorcraft Flight	Manual,	

approved manual material, markings, and placards, or any	combination thereof.

Given the	size of sUAS,	they	have	no ability or place to carry	such a	flight manual	on the aircraft,	not	only

because there is	no pilot on board,	but	because there is	no room or capacity to carry such an	item	on the

aircraft.

The	equivalent	level of	safety will	be	achieved	by keeping the	flight manual	at the ground	control	point	

where the PIC	flying the sUAS will	have	immediate access to it. The	FAA	has issued to others	the	following

exemptions to this regulation: Exemption Nos.	8607, 8737, 8738,	9299, 9299A, 9565, 9565B, 10167,

10167A, 10602, 32827,	10700,	11251,	and	11256.

6.	HoveCon seeks exemption from the requirements of 14 CFR § 91.103: Preflight	action

This	regulation requires each PIC to take	certain actions	before	flight	to insure the safety of	flight.	As	FAA	

approved	rotorcraft	flight	manuals will	not	be	provided	for	the aircraft an exemption will be	needed.

Following	a	comprehensive	preflight	checklist	will	provide	an	equivalent	level	of	safety.	The	PIC will take

all	actions including reviewing weather, flight	battery requirements, landing and	takeoff	distances and

aircraft	performance data before	initiation of flight.

7.	HoveCon seeks exemption from the requirements of 14 CFR § 91.109: Flight Instruction

Section 91.109(a),	which provides	in	pertinent	part that	"[n]o person may operate a	civil aircraft (except	a	

manned	free balloon)	that	is	being used for flight	instruction unless	that	aircraft has	fully functioning	dual	

controls."	sUAS	and remotely	piloted aircraft,	by	their	design,	do not have	functional	dual	controls.	

Instead,	flight	control	is accomplished	through the	use of	a device that	communicates with	the	aircraft	via	

radio communications. Accordingly, an exemption will	be	required for the flight	instruction	requirements

of 14 C.F.R. § 91.109(a).

Given the	size and speed of the sUAS that	HoveCon intends to use, an equivalent	level of	safe	training can

still	be performed without	dual	controls because	no pilot or	passengers	are aboard the	sUAS,	and all	

persons will	be	a	safe	distance	away in the	event that the	UAS experiences	any	difficulties	during flight	

instruction.	The	FAA	has	approved	exemptions	for	flight training without	fully functional	dual	controls	for	

a	number of	aircraft	and for	flight	instruction in experimental	aircraft. See	Exemption	Nos.	5778K &

9862A.

8.	HoveCon seeks exemption from the requirements of 14 CFR § 91.119: Minimum Safe	Altitudes

Section 91.119 establishes safe	altitudes for operation of	civil aircraft. Specifically,	91.119(c) limits	aircraft	

flying over	areas other	than congested	areas	to an	altitude of 500	feet	above the surface,	except	over

open	water or sparsely	populated	areas.	In those cases, the aircraft may	not be	operated closer	than 500	

feet to any person,	vessel, vehicle, or	structure.

Because aerial survey, mapping and inspection work must be	accomplished at relatively low altitudes	and

at	altitudes less than 500	feet AGL, an	exemption from Section 91.119(c) is needed.

The	equivalent	level of	safety will	be	achieved	given	the	size, weight, speed, and material with	which	

sUAS	are	built.	Also,	no flight	will	be taken	without the	permission of the	landowner or	those who	control	
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the land.	Because of	the	advance notice	to the landowner, all	affected	individuals	will	be	aware	of	the

flights.	Compared	to aerial survey operations conducted with	aircraft or	rotorcraft weighing far	more	than

55	lbs. and carrying flammable	fuel, any	risk associated with these operations will	be	far	less	than those	

currently allowed	with conventional	aircraft	operating at or	below 500	feet	AGL.	Indeed, the	low-altitude

operations of the sUAS will maintain separation between these sUAS	operations	and the	operations of	

conventional	aircraft that must comply with	Section 91.119.

9.	HoveCon seeks exemption from the requirements of 14 CFR § 91.121: Altimeter Settings

Section 91.121	requires	a person operating an	aircraft to maintain cruising altitude	or flight	level by	

reference	to an altimeter	that	is	set	to the elevation of	the	departure	airport or	barometric	pressure.	

Some sUAS	have a	barometric	pressure	sensor, while others only	use GPS	for elevation or altitude.	When

a	barometric pressure	sensor	is on the sUAS, it is	typically “zeroed” at	the point of	take-off; this	is	right	

next to the PIC	and not	at	a departure airport.	The	altitude reading will	be	relative to that point (on	the	

ground)	and not	a known	elevation.

The	equivalent	level of	safety will	be	achieved	by the PIC	confirming the elevation or	altitude of	the	

launch	site.	The	altitude of the sUAS will	also be	displayed via	telemetry on the Ground Station and will	be	

constantly monitored	by	the PIC during the	entire flight	operation.

10.	HoveCon seeks exemption from the requirements of	14 CFR § 91.151(a): Fuel	Requirements	for	

Flight in VFR Conditions

This	regulation prohibits an	individual	from beginning “a	flight	in an airplane	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 – (1) During the	day, to fly	after	that for at	least	30

minutes; or	(2) At	night, to fly	after that	for	at	least 45 minutes.”

The	different sUAS	batteries	provide	a variety of	powered	flight times.	An exemption from §14	CFR	

91.151	is therefore	required.

The	applicant	believes that an exemption from 14	CFR §	91.151(a)	is	safe	and within the scope of	a prior	

exemption.	See	Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance	

with	91.151(a)). Operating the sUAS, without 30 minutes of	reserve fuel	does not prompt the type of	risks	

that Section 91.151(a) was meant	to prevent given the	size and speed at	which	the sUAS operates.	The	

fact that it carries no pilot,	passenger, or cargo also enhances its safety.	In the	unlikely event that		the	

battery on the sUAS should run out, it would simply land.	Given	its weight and construction material,	the	

risks are less than contemplated	by the	current	regulation.

The	applicant	believes that an equivalent level of	safety	can be achieved	by maintaining 20% of reserve	

battery, which would be	more than adequate to return the sUAS to its planned landing zone	from

anywhere in	its operating area.

The	FAA	has	granted	similar	exemptions	to others,	including Exemptions 2689F,	5745, 10673, 10808,	and	

11251.

11.	HoveCon seeks exemption from the requirements of	14 CFR §	91.203 (a) &	(b): Carrying Civil	Aircraft

Certification and Registration
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This	regulation provides as follows:

... no person may operate	a civil aircraft	unless	it	has	... an appropriate and current	airworthiness	

certificate.

No person may operate a	civil aircraft unless the	airworthiness certificate required by paragraph (a)	of	

this section or	a special	flight	authorization issued under	§91.715 is	displayed	at	the cabin or cockpit	

entrance so that	it is	legible to passengers or	crew.

The	sUAS	fully	loaded	typically weighs	less than 10 lbs.,	and always	less	than 55 lbs. As	such, there is no	

ability or	place to carry	certification and registration documents or to display them on the sUAS. In	

addition,	there	is	no pilot on board the aircraft.

An equivalent level of	safety	will	be	achieved by keeping these documents at	the ground control	point	

where the PIC	flying the sUAS will	have	immediate access to them. The	FAA has	issued numerous	

exemptions to this regulation.	A	representative	sample	of other exceptions	includes Exemption Nos.	9565,

9665, 9789, 9789A, 9797, 9797A, 9816A,	10700,	11251,	and	11256.

12.	HoveCon seeks exemption from the requirements of	14 CFR §	91.405(a); 407(a)(1);	409(a)(1) and (2);

417(a) and (b): Maintenance Inspections

Section 91.405(a)	requires that	an	aircraft operator or owner “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 ...”	

Section 91.407	similarly makes	reference	to requirements in Part	43;	Section 91.409(a)(2)	requires an	

annual	inspection for the	issuance of an	air worthiness	certificate.	Section 91.417(a)	requires the owner	

or operator to keep	records	showing certain maintenance work that	has been accomplished	by	

certificated mechanics,	under	Part	43, or licensed	pilots and records of	approval of	the aircraft	for	return	

to service.

The	sUAS	are	nearly maintenance free, they perform automatic	pre-flight	checks and the	failure of any	

check will	prevent take-off. Checks which cannot	be	done	by the system will	be performed	by	a	qualified	

person prior	to each	flight and at	predefined	intervals as	part of	a maintenance schedule.

Pre-flight	checklist	includes:

Visual	inspection of the airframe

Visual	inspections of	rotor	integrity

Check	charge of all	batteries	(aerial	vehicle, command station, radio repeater	station)

An equivalent level of	safety	will	be	achieved because the sUAS	is small in	size, will carry	no external	

payload, will operate only in restricted predetermined areas and is not a	complex	mechanical devise.	The	

operator of the sUAS will	ensure that	it	is	in working order	prior to initiating flight,	perform required	

maintenance, and keep a log of any maintenance that	is performed. Moreover,	the	operator is	the	person

most familiar with the	aircraft and is	best suited to maintain the	aircraft	in an	airworthy	condition and to

ensure an equivalent	level of safety.

If	mechanical issues arise,	the sUAS	can land immediately due to the	pre-determined	area of operation.	

Moreover,	the sUAS's	small size,	carrying capacity, and the	fact	that flight operations	will only take	place	

in restricted	areas	for	limited	periods of time, create	less risk than the	same factors associated with	
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conventional fixed-wing aircraft	and rotorcraft performing the same operation.

Public Interest

Approval of	this exemption for commercial	operations will	enhance	safety by reducing risk. Use of the	

sUAS	in lieu of	a manned	aircraft	would enhance	safety	and reduce	the	environmental	impact	as	

compared to similar operations	conducted with manned aircraft that weigh in excess of 6,000 lbs.,	

carrying a	crew and flammable	fuel.	Such	aircraft must fly to and from the	project	location.	In contrast,	a	

sUAS	weighing less than 10 lbs.	and powered	by	batteries,	eliminates virtually all of	that risk	given the	

reduced mass	and lack of	combustible	fuel carried on board.	The sUAS	is	carried to the	target	area	and	

not	flown.	The sUAS will	carry	no passengers or crew and,	therefore, will not expose them to the	risks	

associated with manned	aircraft	flights.

In regards	to performing inspections	of	various	structures,	and natural gas pipelines the sUAS	will	

minimize the risk to persons	attempting to climb these structures	and photograph problem areas.	It will	

provide a	way for companies to have their	engineers	review photographs and provide additional safety	to

the general public	in regard	to structure	failure or	natural	gas	pipelines having structural	issues.	Many	of	

the natural gas pipelines travel	in	areas that	are hard to reach	by	vehicle or	foot	and if	an	area	is	

suspected of	having	problems	the sUAS will	allow for an easier and safer assessment.

Conclusion

HoveCon respectfully	requests that	the FAA	grant	the	requested exemption and are prepared	to	modify

or	amend any	part of	this request to satisfy the	need for	an equivalent	level of safety.	We	look	forward to

working with	your	office. If	additional information or	clarification is	needed,	please	feel	free	to contact us.

Respectfully Submitted,	

HoveCon

Basil	Yap

3136	Dixon	Rd.

Durham,	NC	27707

(919)	619-7782

basilyap@gmail.com

Appendices:

DJI	Phantom	3	– Specifications	Data	Sheet	and	User	Manual	Link

DJI	Inspire	1	– Specifications	Data	Sheet	and	User	Manual	Link

3DR	– Solo	– Specifications	Data	Sheet	and	User	Manual	Link
9

APPENDIX	A

DJI	PHANTOM	3	TECHNICAL	SPECIFICATIONS

1.1	DJI	Phantom	3

1.1.1	Aircraft

1.1.1.1	Supported	Battery	– DJI	5200mAH	LiPo	Battery

1.1.1.2	Weight	(Battery	&	Propellers	Included)	– 2lbs	11.810oz	(1242g)

1.1.1.3	Hover	Accuracy	(Ready	to	Fly)	– Vertical:	.8m;	Horizontal:	2.5m

1.1.1.4	Max	Yaw	Angular	Velocity	- 2000/s

1.1.1.5	Max	Tilt	Angel	- 350	1.1.1.6	Max	Ascent	Speed	– 6m/s

1.1.1.7	Max	Descent	Speed	– 2m/s

1.1.1.8	Max	Flight	Speed	– 15m/s	(NOT	RECOMMENDED)

1.1.2	Gimbal

1.1.2.1	Working	Current	– Static:	750mA;	Dynamic:	900mA

1.1.2.2	Control	Accuracy	- ±0.030

1.1.2.3	Controllable	Range	– Pitch:	-900	- 00

1.1.2.4	Maximum	Angular	Speed	– Pitch:	900/s

1.1.3	Camera

1.1.3.1	Operating	Temperature	Range	- 320F	- 1040F	(00C	- 400C)

1.1.3.2	Sensor	Size	– 1/2.3”

1.1.3.3	Effective	Pixels	– 14M

1.1.3.4	Resolution	– 4384x3288	4.1.3.5	HD	Video	Recording	– 1080p30	&	720p

1.1.4	Transmitter

1.1.4.1	Operating	Frequency	– 5.728GHz	– 5.85GHz

1.1.4.2	Communication	Distance	(unobstructed)	– FCC	Compliance:	800m

1.1.4.3	Receiver	Sensitivity	(1%PER)	- -93dBm

1.1.4.4	Transmitter	Power	– FCC	Compliance:	100mW

1.1.4.5	Working	Voltage	– 120mA@3.7V

1.1.5	Range	Extender

1.1.5.1	Operating	Frequency	– 2412-2462MHz

1.1.5.2	Communication	Distance	(unobstructed)	– 500-700m

1.1.5.3	Transmitter	Power	– 20dBm

1.1.5.4	Power	Consumption	– 2W

DJI	Phantom	3	– User	Manual	Link

http://www.dji.com/product/phantom-3/download
10

APPENDIX	– B

DJI	INSPIRE	1	TECHNICAL	SPECIFICATIONS

2.2	DJI	Inspire	1

2.2.1	Aircraft

2.2.1.1	Model	– T600

2.2.1.2	Weight	(Battery	Included)	– 6lbs	7.5291oz	(2935g)

2.2.1.3	Hovering	Accuracy	(GPS	Mode)	– Vertical:	0.5m;	Horizontal:	2.5m

2.2.1.4	Max	Angular	Velocity	– Pitch:	3000/s;	Yaw:	1500/s

2.2.1.5	Max	Tilt	Angle	- 350

2.2.1.6	Max	Ascent	Speed	– 5m/s

2.2.1.7	Max	Descent	Speed – 4m/s

2.2.1.8	Max	Speed	– 22m/s	(ATTI	mode,	no	wind	– NOT	RECOMMENDED)

2.2.1.9	Max	Flight	Altitude	– 4500m

2.2.1.10	Max	Wind	Resistance	– 10m/s

2.2.1.11	Max	Flight	Time	– Approximately	20	minutes

2.2.1.12	Motor	Model	– DJI	3510

2.2.1.13	Propeller	Model	– DJI	1345

2.2.1.14	Operating	Temperature	Range	– 140F	to	1040F	(-100C	to	400C)	2.2.1.15

Dimensions	– 17	1⁄4”	x	17	3⁄4”	x	12”

2.2.2	Gimbal

2.2.2.1	Model	– ZENMUSE	X3

2.2.2.2	Output	Power	(with	camera)	– Static:	9W;	In	Motion:	11W

2.2.2.3	Operating	Current	– Static:	750mA;	In	Motion:	900mA

2.2.2.4	Angular	Vibration	Range	- ±0.030

2.2.2.5	Mounting	– Detachable

2.2.2.6	Controllable	Range	– Pitch:	-900	to	+300;	Pan:	±3200

2.2.2.7	Mechanical	Range	– Pitch:	-1250	to	450;	Pan:	±3300

2.2.2.8	Max	Controllable	Speed	– Pitch:	1200/s;	Pan:	1800/s

2.2.3	Camera

2.2.3.1	Name	– X3	

2.2.3.2	Model	– FC350

2.2.3.3	Total	Pixels	– 12.76M	2.2.3.4	Effective	Pixels	– 12.4M

2.2.3.5	Image	Max	Size	– 4000x3000

2.2.3.6	ISO	Range	– 100-3200

2.2.3.7	Field	of	View	- 940

2.2.3.8	CMOS	– Sony EXMOR	1/2.3”

2.2.3.9	HD	Video	Recording	–

UHD(4K):	4096x2160p24/25, 3840x2160p24/25/30;	

FHD:	1920x1080p24/25/30/48/50/60;	

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

2.2.3.10	Operating	Temperature	Range	- 320F	- 1040F	(00C	- 400C)

2.2.4	Transmitter

2.2.4.1	Name	– C1

2.2.4.2	Operating	Frequency	– 5.728-5.850GHz;	2.400-2.483GHz

2.2.4.3	Communicating	Distance	(unobstructed)	– 2000m

2.2.4.4	Output	Power	– 9W

2.2.4.5	Operating	Temperature	Range	- 140F	to	1040F	(-100C	to	400C)
11

2.2.4.6	Battery	– 600mAh	LiPo	2S

DJI	Phantom	Inspire	1	– User	Manual	Link

http://www.dji.com/product/inspire-1/download
12

APPENDIX - C

3DR	– Solo	Spec	Sheet

Cameras:	Compatible	with	GoPro®	HERO3,	3+	and	4;	optimized	for	HERO3+	and	4

Streaming	video	quality:	720p

Flight	time:	25	minutes;	20	minutes	with	payload*

Range:	.5	miles**	(.8	km)

Max	speed:	55	mph	(89	km/h)

Max	ascent	speed:	10	m/s	in	stabilize	mode;	5	m/s	in	“fly”	mode

Max	descent	speed:	ditto

Max	payload:	420	g

Max	altitude:	400	ft	per	FAA	regulation,	user	adjustable	(122	m)

Motors:	880	kV

Propellers:	10′′	diameter	4.5′′	pitch	self-tightening	(24	cm	diameter	144	cm	pitch);	glass-reinforced	nylon

Autopilot:	Pixhawk	2

Software:	APM:Copter

Communication:	3DR	Link	secure	WiFi	network

Frequency:	2.4	GHz

Weight:	3.3	lbs.	(1.5	kg)	/	3.9	lbs.	(1.8	kg)	with	GoPro®	and	Solo	Gimbal

Dimensions:	10	in.	tall	(25	cm),	18	in.	(46	cm)	motor-to-motor

Flight	battery:	Lithium	polymer	5200	mAh	14.8	Vdc

Battery	charge	time:	~1.5	hours

Controller	battery:	2600	mAh	7.2	Vdc	rechargeable	lithium	ion

App	requirements:	iOS	8.0	or	later	/	Android	4.3	or	later

*Flight	time	varies	with	payload,	wind	conditions,	elevation,	temperature,	humidity,	flying	style	and	pilot	

skill.	Listed	flight	time	applies	to	elevations	less	than	2,000	ft	above	sea	level.

**Depending	on	environmental	conditions;	controller	is	expandable,	allowing	us	or	third	parties	to	amp	

up	the	range	in	the	future.

Solo	Smart	Battery:

Rechargeable	lithium	polymer	(Li-Po)

5200	mAh

14.8	Vdc

Weight:	1	lb.	(.5	kg)

Solo	Gimbal:

Three-axis	stabilization

Fully	compatible	with	3DR	Solo	and	GoPro	HERO3+	and	HERO4;	camera	charging	and	stabilization	only	

with	HERO3

HDMI	video	output

Wireless	software	upgrade	through	Solo

Controllable	range:	0°	to	-90°	pitch

3DR	– Solo	User	Manual	Link

https://3drobotics.com/kb/solo-user-manual/