July 22, 2015 

U.S. Department of Transportation Docket 

Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Dear Sir or Madam: 

11 

Attached please find The Ill th Group Inc. (The Ill th) request, as a member of the Professional 

Aerial Photographers Association, International (PAP A), for an exemption from the listed 

Federal Aviation Regulations to allow commercial operation of its Small Unmanned Aircraft 

Systems ("sUAS") for aerial imaging to include video and still photography. This exemption 

request is initially for the use of the Phantom 3 sUAS manufactured by DJI Innovations, an 

established sUAS company and in accordance with the sUAS training and certification program 

as administered by PAP A. 

Also attached to this letter is the equipment "The Ill th Flight Manual" (Manual), which outlines 

the operating requirements, limitations, and technical specifications for the DJI System as used 

by The Ill th. The Ill th has reviewed this Manual and has found it to be acceptable for sUAS 

operations. Applicant submits this manual as a Confidential document under 14 CFR 11.3 5 (b) as 

the entire Manual contains proprietary information that the applicant has not and will not share 

with others. The Manual contains operating conditions and procedures that are not available to 

the public and are protected from release under the Freedom of Information Act 5 USC 552 et. 

seq. 

Thank you for your time and consideration, and please let me know if you have any questions. 

Sincerely, 

Patrick B anger 

The Ill th Group Inc. 

Corporate Officer 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
July 22, 2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Pagel2 

Re: Exemption Request Section 333 ofthe FAA Reform Act and Part 11 of the Federal Aviation 

Regulations from 14 CFR 61.113 (a) & (b); 91.103(b); 91.119;91.121; 9.151(a); 91.405 (a) (1); 

91.409 (a) (2); 91.417 (a) & (b). 

Dear Sir or Madam: 

Pursuant to Section 333 ofthe FAA Modernization and Reform Act of2012 (the Reform Act) 

and 14 C.F.R. Part 11, The 111th, an aerial photography and digital imaging company, on behalf 

of itself and its related affiliates under common ownership and control, hereby applies for an 

exemption from the listed Federal Aviation Regulations ("FARs") to allow commercial operation 

of its Small Unmanned Aircraft Systems ("sUAS") for aerial imaging for video and still 

photography, so long as such operations are conducted within and under the conditions outlined 

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

As detailed in this document and the attached Flight Manual, the requested exemption would 

permit the operation of sUAS under controlled conditions in airspace that is 1) limited 2) 

predetermined 3) controlled as to access and 4) would provide safety enhancements to the 

already best practices safety protocols followed by The 111 th during aerial photography 

operations in accordance with the training and certification provided by the Professional Aerial 

Photographers Association, International (PAP A). The 111 th is a member of the Professional 

Aerial Photographers Association-International (PAPA) and has a demonstrated record of safe 

operations in the National Airspace System (NAS). Principal employees have received ground 

school training and have logged well over 25 hours of sUAS flight operations. The Pilot In 

Command (PIC) proposed by The 111 th is a FAA licensed pilot with years of safe and successful 

aerial photography operations. Approval of this exemption would thereby enhance safety and 

fulfill the Secretary of Transportation's (the FAA Administrator's) responsibilities to " ... establish 

requirements for the safe operation of such aircraft systems in the National Airspace System." 

Section 333( c) of the Reform Act. 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
The name and address of the applicant is: 

The 111 th Group Inc. 

13025 Murphy Avenue, Ste 100 

San Martin, CA 95046 

Pat Belanger, FAA Licensed Pilot# 1879650 

Julie Belanger, FAA Licensed Pilot #3791637 

Tayler Schmitt, FAA Licensed Pilot #3 795690 

PH: 408-683-9111 

Email: 111thaerials(a{gmail.com 

Regulations from which the exemption is requested: 

14 C.F.R. Part 21 

14 C.F.R. 45.23(b) 

14 C.F.R. 61.113 (a) & (b) 

14 C.F.R. 91.7 (a) 

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

14 C.F.R. 91.103 

14 C.F.R. 109 

14 C.F.R. 119 

14 C.F.R. 121 

14 C.F.R. 91.151 (a) 

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

14 C.F.R. 91.405 (a) 

14 C.F.R. 407 (a) (1) 

14 C.F.R. 409 (a) (2) 

14 C.P.R. 417 (a) & (b) 

I. STATUTORY AUTHORITY FOR EXEMPTIONS 

Pagel3 

The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory 

authority includes exempting civil aircraft, as the term is defined under §40 101 of the Act, 

including sUASs, from the requirement that all civil aircraft must have a current airworthiness 

certificate. 

The Administrator may grant an exemption from a requirement of a regulation prescribed under 

subsection (a) or (b) of this section or any sections 44702-44716 of this title if the Administrator 

finds the exemption in the public interest. 49 U.S.C. §4470l(f) See also 49 USC §44711(a); 49 

USC §44704; 14 CFR §91.203(a) (1). 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
Pagel4 

Section 333(b) of the Refonn Act assists the Secretary in determining whether sUAS may 

operate in the National Airspace System (NAS) without creating a hazard to the user, the public, 

or a threat to national security. In making this determination, the Secretary must consider: 

• 

• 

• 

The sUAS's size, weight, speed, and operational capability; 

Whether the sUAS operates within the visual line of sight of the operator 

Whether the sUAS operates outside of highly populated areas and away from 

close proximity to airports 

Reform Act §333(a). If the Secretary determines that a sUAS "may operate safely in the national 

airspace system, the Secretary shall establish requirements for the safe operation of such aircraft 

in the national airspace system." I d. §333( c) 

The 111 th's sUAS are multi-rotor vehicles, weighing 20 or fewer lbs. including payload. They 

operate under normal conditions at a speed of no more than 70 knots and have the capability to 

hover, and move in the vertical and horizontal plane simultaneously. The sUAS will operate only 

in the Pilot's visual line of sight at all times and will operate only within the controlled "Area of 

Operations" described in the Confidential The 111 th Manual (Manual), attached as Exhibit 1 

(hereinafter "Manual"). Such operations will ensure that the sUAS will "not create a hazard to 

users of the National Airspace System or the public." Reform Act Section 333 (b). 

Given the small size of the sUAS involved and the restricted and controlled environment within 

which they will operate, our application falls squarely within the zone of safety (an equivalent 

level of safety) in which Congress envisioned that the FAA must, by exemption, allow 

commercial operations of sUAS to commence immediately. Also, due to the small size of the 

sUAS, altitudes, and controlled areas in which the sUAS will operate, approval of the application 

presents no national security issue. 

Given the clear direction in Section 333 of the Reform Act, the authority contained in the Federal 

Aviation Act, as amended; the strong equivalent level of safety surrounding the proposed 

operations, and the significant public benefit, including enhanced safety, the grant of the 

requested exemptions is in the public interest. Accordingly, The 111 th respectfully requests that 

the FAA grant the requested exemption without delay. 

IT. PUBLIC INTEREST 

This exemption application is expressly submitted to fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to 

consider whether certain unmanned aircraft systems may operate safely in the NAS before 

completion of the rulemaking required under Section 332 of the Reform Act. By granting an 

exemption the FAA will fulfill Congress's intent of allowing sUAS to operate with significant 

safety precautions in low risk environments. 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
IS 

The use of ss on aerial photography operations can significantly reduce the risk to photographers 

and participants. sUAS can inspect, photograph, and collect data on hard to get to areas that 

otherwise would require direct access or manned aircraft. 

Additionally, sUAS could compliment the use of helicopters and small aircraft to produce 

imagery for various purposes. The sUAS we propose to fly in this application are less than 20 

pounds, and carry no combustible material on board, as opposed to the much larger 

conventionally powered small aircraft. Shifting to sUAS from manned aircraft presents a marked 

safety increase for our workers and the public. 

Lastly, sUAS reduce the environmental impact by dramatically decreasing the energy used for 

aerial imaging and data collection. The sUAS used by The 111 th uses rechargeable lithium ion 

batteries, as opposed to fossil fuels burned in operation of small aircraft that are many hundreds 

of times heavier. 

III. EQUIVALENT LEVEL OF SAFETY AND SECURITY 

The lllth proposes that the exemption requested herein apply to sUAS that have the 

characteristics and that operate with the limitations listed herein. These limitations provide for at 

least an equivalent or even higher level of safety to operations under the current regulatory 

structure because the proposed operations represent a safety enhancement to the already safe 

protocols followed on imaging and photography operations conducted with conventional aircraft. 

The 111 th will be bound by the following limitations when conducting its sUAS operations under 

an FAA issued exemption: 

1. The sUAS will be less than 20 pounds. 

2. Flights will be operated within visual line of sight of a pilot. 

3. Maximum total flight time for each operational flight will be 20 minutes. The operator 

calculates battery reserve, and will return the sUAS to the "Designated Safety Zone" with at 

least 20% battery power reserve should that occur prior to the 20 minute limit. 

4. Flights will normally be operated at an altitude of not more than 400 feet AGL, but never in 

controlled airspace without prior coordination and approval of A TC. 

5. Flights will not be conducted within the surface area of controlled airport airspace without 

prior coordination and approval of A TC. 

6. Flights will not be conducted within 5 miles of any uncontrolled airport without prior 

coordination and approval of the airport authority. 

7. Crew for each operation will consist of the sUAS Operator who will keep the sUAS within 

his visual line of sight at all times and a qualified Observer. 

8. The sUAS operator will be trained in flight, operations, and safety procedures as detailed in 

the Flight Manual. 

9. The sUAS will only operate within a confined "Area of Operations" as defined in the 

Manual, including but not limited to evaluation of the airspace by reference to a current 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
16 

1:500,000 scale FAA Sectional Aeronautical Chart. The Manual also reqmres the 

establishment of a "Designated Safety Zone" for the flight operations area. 

10. A briefing will be conducted regarding the planned sUAS operations prior to each day's 

production activities. It will be mandatory that all personnel who will be performing duties 

within the boundaries of the Designated Safety Zone be present for this briefing. 

11. All onsite personnel will consent to the sUAS flyover on site by waiver, and the Operator 

will obtain additional verbal or written consent of all persons who will be allowed within 100 

feet of the flight operation. 

12. Operator will have been trained in operation of sUAS generally and will have received up-todate information on the particular sUAS to be operated as required by the The 111 th Manual. 

13. Necessary written and/or oral permission from the relevant property holders will be obtained. 

14. All required permissions and permits will be obtained from territorial, state, country, or city 

jurisdictions, including local law enforcement, fire, or other appropriate government 

agenc1es. 

15. If the sUAS loses communications or loses its GPS signal, it will have the capability to enter 

"loiter mode" and hover, reestablish satellite connection, and return to a predetermined 

location within the "Designated Safety Zone" and land. 

16. The 111 th personnel will be easily identified by law enforcement personnel and the Public 

through wearing a green fluorescent or blaze orange vest with Section 333 Grant and PAPA 

credentials prominently displayed within a weatherproof container on the persons back. 

IV. DESCRIPTION OF SPECIFIC REGULATIONS 14 CFR 61.113 (a) & (b): Private pilot 

privileges and limitations: Pilot in command 

Sections 61.113 (a) & (b) limit private pilots to non-commercial operations. Because the sUAS 

will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of 

safety of current operations by requiring the Operator operating the aircraft to have completed a 

sUAS flight training course of 25 hours before flying a sUAS (See the The 111 th Manual for 

details) or meeting any FAA pilot licensing requirement. Unlike a conventional aircraft that 

carries the pilot and passengers, the sUAS is remotely controlled with no living thing or cargo on 

board. The area of operation is controlled and restricted per prior planning and necessary 

coordination with the local FSDO if applicable, and all flights are planned and coordinated in 

advance as set forth in the The 111 th Manual. 

The sUAS to be operated hereunder is less than 20 lbs. fully loaded, carries neither a pilot nor 

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within a controlled Area of Operation as set out in The 111 th Manual. Like other civil aircraft, 

operations under this exemption will be tightly controlled and monitored by the Operator, 

pursuant to the The 111 th Manual requirements, and under the requirements and in compliance 

with local public safety requirements, to provide security for the Area of Operation as is 

currently done on aerial photography operations. The FAA will have advance notice of all 

operations as required. 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
17 

The risks associated with the operation of the sUAS are therefore diminished from the level of 

risk associated with commercial operations contemplated by Part 61 when drafted, and allowing 

operations of the sUAS as requested, with an operator who has met the minimum requirements 

stated in The lllth Manual, achieves the level of safety contemplated by 14 C.F.R. §61.113 (a) 

& (b). 

14 C.F.R. 91.103: Preflight Action 

This regulation requires that each Operator in Command take certain actions before flight to 

ensure the safety of flight. An exemption is needed from this requirement as the Pilot will take 

separate preflight actions, including checking for weather conditions, checking flight battery 

requirements, checking takeoff and landing distances, and all other actions in the Preflight 

Checklist in the The Ill th Manual. These actions will provide an equivalent level of safety. 

14 C.F. R. 91.119: Minimum/ Maximum Safe Altitudes 

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

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

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

exemption is for a multi-rotor craft that flies similarly to a helicopter, with vertical takeoff and 

vertical landing, which will typically operate at altitudes of less than 400 AGL, so an exemption 

may be needed to allow such operations. The sUAS will never operate at altitudes higher than the 

base of controlled airspace without prior approval and coordination with ATC and will be in a 

Controlled Area with a "Designated Safety Zone", where buildings and people will not be 

exposed to operations without the specified pre-obtained consent. (See The Ill th Manual for 

detailed procedures.) 

The equivalent level of safety will be achieved given the size, weight, speed of the sUAS as well 

as the location where it is operated. No flight will be taken without the required permission of the 

property owner or local officials. Because of the advance notice to the property owner and any 

onsite personnel, as outlined in the The Ill th Manual, all affected individuals will be aware of 

the planned flight operations. Unlike flight operations with aircraft or rotorcraft weighing far 

more than the maximum 20 lbs. proposed herein, our sUAS will not carry flammable fuel. In 

addition, the low-altitude operations of the sUAS will ensure separation between sUAS 

operations and the operations of conventional aircraft that must comply with Section 91.119. 

14 C.F.R. 91.121: Altimeter Settings 

This regulation requires each person operating an aircraft to maintain crmsmg altitude by 

reference to an altimeter that is set " ... to the elevation of the departure airport or an appropriate 

altimeter setting available before departure." As the sUAS may not have a barometric altimeter, 

but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
IS 

will be achieved by the operator, pursuant to The Ill th Manual and Safety Check list, 

confirming the altitude of the launch site shown on the GPS altitude indicator before flight. 

14 CFR 91.151 (a): Fuel requirements for flight in VFR conditions 

Section 91.151 (a) outlines fuel requirements for beginning a flight in VFR conditions. Our 

sUAS is limited to operations in controlled environments as outlined in the The Ill th Manual, 

and has a limited range and flight time which require an exemption from 14 CFR 91.151 (a) 

The battery powering the sUAS provides approximately 20 minutes of powered flight. To meet 

the 30 minute reserve requirement in 14 CFR §91.151, sUAS flights would necessarily be limited 

to approximately 5 minutes in length. Given the limitations on the sUAS's proposed flight area 

and the location of its proposed operations within a predetermined area, a longer time frame for 

flight in daylight or night VFR conditions is reasonable. 

The lllth believes that an exemption from 14 CFR §91.151(a) falls within the scope of prior 

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

compliance with FAR 91.151(a)). Operating the small sUAS, in a controlled area where only 

people and property owners or official representatives who have signed waivers will be allowed, 

with less than 30 minutes of reserve fuel, does not engender the type of risks that Section 

91.151(a) was intended to alleviate given the size and speed ofthe small sUAS. Additionally, 

limiting sUAS flights to 20 minutes would greatly reduce the utility for which the exemption will 

be granted. 

An equivalent level of safety can be achieved by limiting flights to 20 minutes, or enough battery 

reserve to ensure that the sUAS lands at the ground station with at least 20% of battery power (as 

determined by the onboard monitoring system and the operator), whichever happens first. This 

restriction would be more than adequate to return the sUAS to its planned landing zone from 

anywhere in its limited operating area. 

Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 

10673,an 

d 10808. 

14 CFR 91.405 (a); 407 (a)(1); 409 (a)(2); 417 (a) & (b): Maintenance inspections 

These regulations require that an aircraft operator or owner "shall have that aircraft inspected as 

prescribed in the 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. .. ," and others shall inspect or maintain the aircraft in compliance with Part 43. 

Given that these sections and Part 43 apply only to aircraft with an airworthiness certificate, these 

sections will not apply to The Ill th. Maintenance will be accomplished by the operator and 

pursuant to the flight manual and operating handbook as referenced in the The Ill th Manual. An 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
19 

equivalent level of safety will be achieved because these small sUAS are very limited in size and 

will carry a small payload and operate only in controlled areas for limited periods of time. If 

mechanical issues arise, the sUAS can land immediately even if operating at a maximum of 1200 

feet AGL. As provided in the The Ill th Manual, the operator will ensure that the sUAS is in 

working order prior to initiating flight, perform required maintenance, and keep a log of any 

maintenance performed. Moreover, the operator is the person most familiar with the aircraft and 

best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of 

safety. 

******* 

Pursuant to C.P.R. Part 11, the following summary is provided for publication in the Federal 

Register, should it be determined that publication is needed: 

Applicant seeks an exemption from the following rules: 14 C.P.R. § 21, subpart H; 14 C.P.R. 

45.23(b); 14 C.P.R.§§ 61.113(a) & (b); 91.7 

(a); 91.9 (b) (2); 91.103(b); 91.109; 91.119; 91.121; 91.15l(a); 91.203(a) and (b); 91.405 (a); 

91.407 (a) (1); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small unmanned 

vehicle (55lbs or less) in aerial photography operations. 

Approval of exemptions allowing commercial operations of sUAS in the aerial photography 

industry enhances safety while reducing risk. Manned aircraft still photography and video may 

create a greater risk because the craft are much larger, have combustible fuel, and carry an 

onboard human pilot. In contrast, a sUAS weighing fewer than 20 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 will carry no passengers or crew and, therefore, will not expose them to the 

risks associated with manned aircraft flights. 

The operation of small sUAS, weighing less than 20 lbs., conducted in the strict conditions 

outlined above, will provide an equivalent level of safety supporting the grant of the exemptions 

requested herein, including exempting the applicant from the requirements of Part 21 and 

allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the 

ground, and in a controlled environment and, as a result, are far safer than conventional 

operations conducted with manned aircraft operating in close proximity to the ground and 

people. 

Privacy 

All flights will occur over private or public property with the property owner's prior consent and 

knowledge. Images taken will be of individuals who have also consented to being filmed or 

otherwise having agreed to be in the area where aerial photography will take place. 

******* 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
110 

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012--size, weight, 

speed, operating capabilities, proximity to airports and populated areas and operation within 

visual line of sight and national security - provide more than adequate justification for the grant 

of the requested exemptions allowing commercial operation of applicant's sUAS in construction 

industry pursuant to the Manual appended hereto. 

Professional Aerial Photographers Association-International Section 333 Doc 15-006 
sUAS Operations Manual 

The 111 th Group} Inc. 

22July 2015 
This manual contains standard operating procedures and guidelines for sUAS operations. 

Table of Contents 

The lllth Group Inc. 

sUAS Operations Manual 

PURPOSE, SCOPE, AND MISSION STATEMENT ....................................................... 5 

DEFINITIONS ...................................................................................................... 6-7 

PERSONNEL RESPONSIBILITIES .............................................................................. 8 

Visual Observer ............................................................................................................ 8 

PIC ................................................................................................................................ 8 

Flight Team Composition ............................................................................................. 8 

Qualification Requirements .......................................................................................... 8 

OPERATING LIMITATIONS AND CONDITIONS ............................................................... 9 

MAINTENANCE PROCEDURES .................................................................................... 10 

ROUTINE MAINENANCE ............................................................................................. 10 

Full Flight Maintenance ............................................................................................. 11 

Software Firmware Update Policy .............................................................................. 12 

LOGS AND RECORDS ..................................................................................................... 12 

Pilot and Aircraft hours .............................................................................................. 12 

BATTERY LOGBOOK .......................................................................................................... 12 

FLIGHT PLANNING ........................................................................................................ . 

WEATHER .......................................................................................................................... 12 

2 
SITE PERMISSIONS ••••••..••••••••••••••••.•••••••••••••••••••••••••.•••••••••••••.•••••••••••••••••••••••••••••••••.•••.•••••••• 12 

PRE-FLIGHT INSPECTIONS AND CHECKS ••••••••••.••.•.•••.•••••••••.•.•••••.•.••••••••••••••••..••••••••.••••••••••••••••• 13 

DOCUMENTATION •.••.•••••••••••••..•.••.••••••••••.•.••.•••••.••••••••••••••••..•.•.•••.••••••••••••..••.•••.•...••••••••••••• 13 

PRE-FLIGHT AREA AND PERSONNEL CHECKS •••.•••••••••••.•.•.•.•.•.•••••.••..•.•.•.••••.••••••••.•••••.•••.•.•.••.•••••• 14 

CLOSED-SET OPERATIONS ••.••••••••••••.•••••..•••.•••••••••••••••••••••••••••••.•••••.•••.•.•••••••••••••••••••.•••.••••••••. 14 

ON-SITE PROCEDURES •••••.••••••••••••••••••.•••••••.••••••••••••.•••••••••••••••.••.•••.•.•••.•••••••••••••••••.•••••••• 14-15 

SITE SURVEY ••••••••••••••••••••.••••••••••••••.•.••••••••••••••••••••••••••••••••••••••••••••••••••••••••.••••••••••••••.••.•••••• 16 

SELECTION OF OPERATING AREAS AND ALTERNATIVES •.•••••••••••••••••••.••.•••••••••••••••••.••.••••••.••••••••••••• 16 

BOUNDARIES .••.••••••••••••.•••.••••••••••••••••.•.••••.•••.••••••.••••••.•••••••••••••••.•••.••.•••••••••••••••••••••.•..••••.•• 17 

ANEMOMETER WEATHER CHECK ••••.••••.•.•••.••••••••••.••••.•.••••••••••••..••.•.•.•.•••••••••.••.•••.•.•••.•..•.•.• 17-18 

CREW BRIEFING ..•.•••••••••.•••...••••••••••••••.•.•.••.•.••••••••••.••..••.••.•••....••.••..•..•.•..•.••••••••.•.•.••.•...••..•• 18 

COMMUNICATIONS •••••••••••.•.••••.•.•••.•••••.••••••.•••.•••••••••••.•.•.••••••••.•.•.•.•...•.••..•••••••••••.•.••••••.• 18-19 

FREQUENCY SCANS .•.•••••••••.•..•••.••.•••••••••••.•••••••••••••••••.•.•.••••••••••••••.•.••.•.•.•••••••••••••••••••••••••••.• 19 

BATTERY USAGE AND CHARGING ••..•••••••••••••••••••.•.•••••••••.••••••..•••••••••.•••••.•.•.•••••.•••••••••••••••••.••.•• 19 

LOAD-OUTS AND EQUIPMENT ••••••.••.••••••••.•••••••••••..•.•••••••••••••.•.••.•••••••••••••.••••.••.••••••••••••••••••••• 19 

FLIGHT PROCEDURES ................................................................................................. 20 

Motor start ............................................................................................................ 20-21 

Take-off ...................................................................................................................... 21 

In-Flight ................................................................................................................. 21-22 

Let-down/Landing ...................................................................................................... 22 

Shutdown .............................................................................................................. 22-23 

EMERGENCY PROCEDURE .......................................................................................... 23 

Motor Thrust Loss ....................................................................................................... 23 

3 
Battery Failure ........................................................................................................... 23 

Battery Failure Failsafe ............................................................................................... 24 

Transmitter/Controller Battery Failure ...................................................................... 24 

Loss of Control Frequency .......................................................................................... 25 

Loss of Frequency Failsafe .......................................................................................... 25 

Malicious or Accidental Interference with Control Frequency .............................. 25-26 

Pilot Incapacitation .................................................................................................... 26 

Aircraft Incursion ........................................................................................................ 26 

FLY AWAY PROCEDURE ............................................................................................. 26 

Crash and Incident Response ..................................................................................... 26 

APPENDIX A-CHECKLISTS ........................................................................................... 27 

Site Selection Checklist ............................................................................................... 28 

Pre-Flight Start-up Checklist ....................................................................................... 28 

Pre-Flight Inspection Checklist ................................................................................... 29 

In-flight ....................................................................................................................... 30 

Landing Checklist ................................................................................................... 30-31 

APPENDIX B .............................................................................................................. 32 

Maintenance Logbook ................................................................................................ 33 

APPENDIX C .............................................................................................................. 34 

Incident/Accident Logbook ......................................................................................... 35 

APPENDIX D .............................................................................................................. 36 

Flight Record Logbook ................................................................................................ 37 

APPENDIX E .............................................................................................................. 38 

Phantom 3 User Manual 

4 
PURPOSE, SCOPE, AND MISSION STATEMENT 

The 111th Group Inc. (The 111tht a member of the Professional Aerial 

Photographers Association, International (PAPA) intends as the Operator to 

promote safe operation of sUAS in the National Airspace System (NAS) in a 

manner that is consistent with a long history of safe and professional flight 

operations in close cooperation with the Federal Aviation Administration (FAA). 

The Operators are experienced licensed pilots. The sUAS Pilot In Command (PIC) 

that will operate systems according to the approach outlined in this Manual of 

Procedures (Manual) are trained in accordance with this Manual and FAA 

regulations and have years of successful experience on Aerial Photographic flight 

missions. 

The intent of the Manual is to provide the outline of a system to conduct safe and 

successful sUAS operations in accordance with the applicable FAA regulations and 

consistent with the Section 333 waiver that this Manual is based upon. It is 

expected that the Operator will continue to apply the skills and experience they 

have employed in manned aircraft operations under FAA regulations. This 

combination of prior successful flight experience and sound sUAS flight 

operational procedures is intended to promote the highest levels of 

professionalism in safe aerial photographic flight missions. 

5 
DEFINITIONS 

The following definitions of words and terms apply to the information contained 

in this Manual and are specific to procedures and operations that are outlined 

herein. In the case of a conflict with an official FAA definition, the FAA definition 

will be the rule. 

Anemometer- An instrument to measure the velocity of the wind in the Area of 

Operations. 

Area of Operations - Defined as the area where sUAS operations will be carried 

out for a specific flight or series of flights on a given mission. 

Checklists - Procedural checklists used by the PIC to verify proper and safe 

procedures during all phases of sUAS operations. 

Designated Safety Zone- Defined and marked area of ground operations used for 

safe takeoffs and landings of the sUAS at a given Area of Operations. 

Flight Control Systems- The combination of telemetry, PIC operated controls, 

and on board control mechanisms that are employed to control the flight of the 

sUAS. 

Frequency Analyzer - A device used to scan the Area of Operations for possible 

interference from radio waves. 

GPS- Global Positioning System. 

Handheld Radio- A radio transceiver capable of communication with other Pilots 

or FAA personnel in the Area of Operations. 

Loiter Mode- A default recovery mode the sUAS goes into when communications 

are lost from the PIC. 

Maintenance Recommendations - Periodic maintenance recommendations for 

each of the sUAS components that have a usable life. 

6 
Manual -This flight manual that combines the Operator specific procedures with 

the sUAS manufacturers' manual. 

Manufacturers Recommendations - Written recommendations provided by the 

manufacturers of the various components of the sUAS. 

NAS- National Airspace System. 

Non Participants - Persons who have not agreed to participate in sUAS 

operations. 

Operator - The entity submitting as the applicant on this waiver request to the 

FAA who will be responsible for all sUAS operations and procedures. 

PAPA- Professional Aerial Photographers Association, International. 

Participants- Persons who have agreed to participate in sUAS operations. 

Pilot In Command- Person who will fly the UA during sUAS operations and who is 

responsible for all safety related or operational decisions under the direction of 

the Operator in accordance with this Manual and FAA requirements. 

SOP- Standard Operating Procedures. 

sUAS - Small Unmanned Aerial Systems as contemplated under the FAA 

guidelines, not to exceed 55 pounds in weight or 100 miles per hour in speed. 

Telemetry- Electronically transmitted data that provides control and information 

transmissions to and from the PIC and the sUAS. 

UA- Unmanned Aircraft. 

Visual Observer- An individual who is designated to observe flight operations 

and to maintain visual contact with the UA during flight operations while 

maintaining communications and coordination with the PIC. 

7 
PERSONNEL RESPONSIBILITIES 

VISUAL OBSERVER 

All operations will utilize a Visual Observer. The main responsibilities of the Visual 

Observer will be to ensure that the UA is operated within the visual line of sight of 

both the PIC and Visual Observer at all times. The Visual Observer will maintain 

verbal communication with the PIC at all times. Prior to flight, the PIC will ensure 

that the Visual Observer understands and can perform all the duties required of 

the Visual Observer. 

PIC 

Pilot in Command is responsible for the safe operation of the sUAS at all times in 

accordance with this Manual and the applicable FAA regulations. 

Pilot in Command will be responsible for: 

• All support personnel. 

• Performing all pre-flight, flight phase, and post flight inspections, air 

worthiness, diagnostics, and testing. 

• Manufacturer recommended maintenance operations. 

• Weather condition assessments and forecast reviews. 

FLIGHT TEAM COMPOSITION 

The onsite flight team is composed of a Pilot in Command (PIC} and a Visual 

Observer (VO). The PIC is responsible for all flight operations and decisions to 

proceed. The VO is responsible to maintain visual contact with the UA and to 

provide constant communication with the PIC regarding aircraft status and 

surrounding conditions within the Area of Operations. 

QUALIFICATION REQUIREMENTS 

The PIC must be a licensed pilot and must have completed the PAPA sponsored 

ground school with at least 25 hours of sUAS flight time. The VO must have 

completed sUAS ground school training and must demonstrate experience with 

FAA procedures and the standard procedures of this Manual. 

8 
OPERATING LIMITATIONS AND CONDITIONS 

Operational Ceiling- Maximum 400ft AGL, per regulations. 

Operational Endurance- 23 minutes (average max) 

Maximum Speed - 100 MPH 

Maximum Operating Temperature - 40 degrees C 

Minimum Operating Temperature - 0 degrees C 

Maximum Operational Wind Speed- 15 MPH (gusts to 20 MPH} 

9 
MAINTENANCE PROCEDURES 

Only The 111th personnel or an appointed service technician may carry out 

maintenance on the sUAS aircraft systems described in this operations manual. In 

all cases a Maintenance Logbook (see Appendix B) is completed to reflect any 

work undertaken and a flight test, testing all functions (including the return-tohome failsafe facility}, is subsequently carried out by the PIC. 

ROUTINE MAINTENANCE 

The Pre-Flight and Post-Flight checklists shown in Appendix A are completed by 

the PIC every time a The 111th sUAS aircraft is operated. Every six months (or 

fifty hours of flight time - whichever comes first} the following inspection is 

carried out by the PIC. The inspection is recorded in the Maintenance Logbook 

along with any findings. Any issues identified are remedied and the aircraft 

undergoes a full flight-test before the aircraft is returned to Operational Status: 

• Inspection of the airframe for any damage, unusual marks and tightness of 

fixings; 

• Inspection of the motor mountings for correct tension; 

• Inspection of the propellers for condition, unusual marks, chips, cracks and 

tightness of fasteners; 

• Inspection of electrical wiring for condition, unusual marks or discoloration; 

• Inspection of electrical terminal fittings and plugs for secure attachment 

and general condition; 

• Inspection of the attachment of all fittings such as flight controller, GPS 

antennas etc. for secure attachment; 

• Inspection of payload attachment points for condition and security of 

payload; 

• Inspection of the condition and function of all ancillary equipment such as 

transmitter etc. 

• Testing of all system battery packs for charge status and general condition. 

If any issues or problems are identified then the aircraft is not allowed to fly until 

the issue has been remedied. If minor problems (such as damaged propellers, 

10 
faulty battery packs etc.) are identified and remedied, and the PIC believes the 

aircraft is suitable to return to Operational Status then the work completed is 

noted in the Maintenance Logbook. If major issues are identified (such as an 

unserviceable motor, damaged airframe etc.), then the aircraft undergoes a full 

flight test regime (as described below), once the identified fault has been 

remedied. 

FULL FLIGHT TEST 

The system has all functions tested with a minimum of five minutes flight time by 

a qualified PIC recording any abnormalities in the Flight Record Logbook 

(Appendix D). If the PIC deems the aircraft to be safe then he must sign the Flight 

Record Logbook as fit for Operational use. Systems with identified issues relating 

to firmware or software (see below) are grounded by The 111th until any 

problems are rectified. 

SOFTWARE AND FIRMWARE UPDATE POLICY 

All new software and firmware are thoroughly assessed before installation. 

Particular attention is focused on relevance to operations, reason for release and 

any known issues. Multi-rotor and sUAS forums are consulted regularly for any 

reported issues with the release and only when the validity of the upgrade has 

been confirmed is the upgrade considered. 

In all circumstances the upgrade is performed by qualified The 111th personnel or 

appointed service providers. All upgrade information such as version numbers 

and new functions are recorded in the Maintenance Logbook. The 111th PIC are 

made aware that the firmware or software has been upgraded before any flight 

operations are undertaken. 

Any upgraded system has all functions thoroughly tested with a minimum of five 

minutes flight time by a qualified The 111th PIC who records any abnormalities in 

the Flight Record Logbook. If the PIC deems the aircraft to be safe then the PIC 

signs the Flight Record Logbook as fit for Operational use. If any doubts exist as 

to the new upgrade the aircraft is downgraded to the previous firmware and the 

flight test procedure is repeated. Systems with identified issues relating to 

firmware or software are grounded until the problem can be rectified. 

11 
LOGS AND RECORDS 

PILOT AND AIRCRAFT HOURS 

The 111th PICs are required to keep a log of pilot and aircraft hours. To meet this 

requirement, The 111th holds and updates a spreadsheet-based Personal Flying 

Log Book for Aircraft Operating Crew. This log book is a separate document which 

can be viewed on request (see sample page at Appendix D). 

BATTERY lOGBOOK 

The 111th Personal Flying Log Book (Appendix D) additionally records information 

about battery condition (charge) before and after each flight. The Battery 

Logbook is accompanied by - and supported with -the Maintenance Logbook 

(Appendix B),and The 111th Incident Logbook (Appendix C). 

FLIGHT PLANNING 

WEATHER 

Operator will require PIC to obtain all necessary weather information in order to 

plan and conduct safe flight operations according to and as referenced by any 

applicable UA Operator Manuals. If operating near an operational Automatic 

Terminal Information Service (ATIS) or AUTOMATED WEATER OBSERVATION 

SYSTEM (AWOS), the appropriate broadcast system will be consulted. If ATIS or 

AWOS broadcasts are not available, PIC will consult-alternative sources for a 

current weather forecasts. 

The operating envelope for the Phantom 3 has been referred to earlier. It is 

emphasized that the PIC is to ensure the operating envelope environment meets 

or exceeds all safe and legal visibility, precipitation, humidity, and wind limitations 

for safe operation. 

SITE PERMISSIONS 

• Secure permissions from property owner if required. 

• Secure permissions from participants. 

12 
• Coordinate with local law enforcement if required. 

• Prior to operations, Operator receives permission for take-off and landing 

from the relevant land-owner. In most cases permission attainment is 

unproblematic as the landowner and the client are the same individual (or 

entity). In the case of local authority owned land, the relevant authority is 

contacted in advance to secure permission for take-off and landing, and to 

find out about any operating restrictions or specific insurance requirements 

that might apply. 

PRE-FLIGHT INSPECTIONS AND CHECKS 

Prior to each flight, the PIC will conduct a pre-flight inspection and determine if 

the sUAS is in a condition for safe flight, and to account for all possible 

discrepancies or inoperable equipment. If the inspection reveals any condition 

that will affect the safe operation of the sUAS, the aircraft will be prohibited from 

operating until the necessary maintenance can be performed and the sUAS can be 

returned to safe flight. The preflight inspections will include the following 

components according to the recommended checklists in the DJI Phantom 3 

operator manual, and in the The 111th checklist: 

D Airframe 

D Battery 

D Transmitters 

D Camera and Gimbal 

D Propulsion system including propellers 

In addition, with the battery attached and turned on in the sUAS, the PIC will 

oversee and monitor the series of diagnostic tests to determine and verify proper 

voltage levels, control function, communication, and GPS satellite connectivity 

acquisition. PIC will utilize the DJI Phantom 3 LED indicators as well as telemetry 

data to determine if the proper preflight diagnostics have been completed. The 

PIC will also perform and log a pre-flight compass calibration each time the sUAS 

is flown from a new location. 

DOCUMENTATION 

PIC will ensure that all documents used by The 111th to ensure safe flight 

operations and any document required under 14 CFR 91.9 and 91.203 must be 

13 
available at the Ground Control Station on site at any time the UAV is operating, 

and ready to be made available to any law enforcement official upon request. If 

possible, these documents will be on the PIC's person at all times during flight 

operations, and accessible to law enforcement without interrupting the PIC while 

conducting flight operations (possibly in a pouch on the back of the vest). 

PRE-FLIGHT AREA AND PERSONNEL CHECKS 

• Survey flight operations area for safety concerns and to verify conditions. 

• Examine all components of the sUAS to verify proper function in 

accordance with the applicable manuals and manufacturer's instructions. 

• Verify notification to all personnel on site. 

• Establish Designated Safety Zone and verify safe clearances. 

• PIC should wear the specified safety vest. 

• The ultimate responsibility for aircraft airworthiness and operational 

safety rests with the UAV pilot-in-command. For this, the PIC- as an aiduses a Pre-Flight Checklist (see Appendix A). In summary, the Pre-Flight 

Checklist prompts examination of the following: 

D The airframe (for condition and lack of damage); 

D The battery (for level-of-charge and security of attachment); 

D The transmitter (for level-of-charge and to check that switches 

are in the 'home' position); 

D The camera (secured, on and operating). 

D Propulsion system 

• In addition, when the flight battery is connected to the UAV, the flight 

controller undertakes a series of diagnostic tests (while simultaneously 

locating the position of GPS satellites). 

CLOSED SET OPERATIONS 

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

and television filming and production, the following additional conditions and 

limitations apply: 

• The operator must have a Motion Picture and Television Operations 

Manual (MPTOM) as documented in this grant of exemption. 

14 
• At least 3 days before aerial filming, the operator of the sUAS affected by 

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

Standards District Office {FSDO} with jurisdiction over the area of 

proposed filming. The 3-day notification may be waived with the 

concurrence of the FSDO. The plan of activities must include at least the 

following: 

o Dates and times for all flights; 

o Name and phone number of the operator for the sUAS aerial 

filming conducted under this grant of exemption; 

o Name and phone number of the person responsible for the 

on-scene operation of the sUAS; 

o Make, model, and serial or N-Number of sUAS to be used; 

o Name and certificate number of sUAS PICs involved in the 

aerial filming; 

o A statement that the operator has obtained permission from 

property owners and/or local officials to conduct the filming 

production event; the list of those who gave permission must 

be made available to the inspector upon request; 

o Signature of exemption holder or representative; and 

o A description of the flight activity, including maps or diagrams 

of any area, city, town, county, and/or state over which filming 

will be conducted and the altitudes essential to accomplish the 

operation. 

• Flight operations may be conducted closer than 500 feet from 

participating persons consenting to be involved and necessary for the 

filming production, as specified in the exemption holder's MPTOM. 

ON-SITE PROCEDURES 

The on-site procedures undertaken by The lllth are conducted in accordance with 

and controlled through an extensive use of checklists. For this reason the 

following sections repeatedly refer to various checklists found in Appendix A of this 

Manual. 

15 
• Site Survey - In advance of operations, a survey is undertaken to review 

the site, its terrain, structures and surroundings - to check any 

assumptions made about the location prior to arrival and to adjust the 

operations plan accordingly. For this, an On-Site Survey Checklist is used 

(see Appendix A, page 25}. The primary purpose of the site survey is to 

make a visual check of the operating area with the objective of identifying 

any potential hazards. 

• Selection of Operating Areas and Alternatives - In advance of the preflight On-Site Survey, Google maps will be consulted and - if possible -

the local site will be visited beforehand. The site will be specifically 

checked in terms of: 

o Proximity to Airport Reference Points (ARP} as denoted in the 

Airport Facility Directory (AFD}. Must operate outside 5 miles of ARP, 

unless otherwise agreed upon by virtue of written letter of agreement 

with the airport's management, or otherwise permitted by the COA 

issued to The 111th 

o Ability of PIC and VO to operate the sUAS clear of, and give 

way to, all manned aviation operations and activities at all 

times. 

o 500ft. clearance of all non-participating persons, vessels, 

vehicles, and structures unless; 

A. sufficiently protected in the event of an accident, and 

the nonparticipating persons remain protected at all times 

during operations of the sUAS, and 

B. The owners and controllers of any vessels, vehicles, 

or structures has granted permission for the operating closer 

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

the risk of operating closer to those objects and determined 

that it does not present an undue hazard. 

o Ability of The 111th to conduct operations over private or 

controlled access property with permission from the 

owner/controller or representative of such, and said 

permissions are granted. 

o Proximity to radio interferences 

16 
o Prevailing weather conditions have been adequately assessed, 

including; high winds, convection, visibility, minimum cloud 

clearance (500ft below, and 2,000 ft horizontal clearanceL or 

when visibility is less than 3 miles from the PIC. 

The primary site for take-off and landing will be assessed (size, shape, surface, 

slope and surroundings) and an alternative site will be identified should the 

primary site become unavailable or unsuitable. 

• Boundaries -The 111th requires that proper identifiers and signage will 

be in place in the operating area to alert people to the fact that aerial 

work is being conducted. The PIC will be responsible for cordoning to 

ensure safe distances from operations are observed. Cordoning 

procedures to be practiced include: 

• 

o Take-off and Landing safety Area: PIC will determine the safe distances 

of all people from the take-off and landing operation of the sUAS. The PIC 

will also establish a cordoned area with clearly marked delineation the 

take-off and landing operations. 

o Signage and Identifying Clothing: The PIC will place signage at each 

entry point within the operations area alerting people to the following: 

A. Low altitude aerial work is being conducted 

B. Use of any actual sensing equipment being used 

C. A request asking people to not enter the area without 

first notifying the PIC or The 111th designated on-site 

flight operations personnel 

D. PIC and VO will put on outerwear that will identify them 

in their respective roles. Signage will be attached on 

their person that will instruct law-enforcement, 

observers, or any other people present that they are not 

to be interrupted un-necessarily while conducting flight 

operations. 

Anemometer Weather Check- Beyond pre-site planning weather forecast 

checks, The 111th requires that the PIC conduct specific onsite weather 

checks. The PIC will utilize a hand-held or portable Anemometer to 

17 
determine wind speed, direction, temperature, and humidity. Aerial 

operations will only be conducted within the specific recommended wind 

and humidity limitations of the sUAS manufacturer's operating manuals, 

or if not identified therein, only in conditions where wind speed is less 

than 15m ph, gusting up to 20mph. 

• Crew Briefing - The 111th flight operations personnel will typically 

include the PIC, VO, and other possible ground crew. The operations 

personnel, in addition to any other parties that may be present, will be 

briefed prior to the start of operations. The briefing will include: 

o Introduction to the equipment being used including the sUAS 

and the ground station functions, with particular emphasis on 

moving parts including weight of the sUAS, and the harm or 

damage that could possibly be inflicted by coming into contact 

with those components (particularly the propellers, and hot 

surfaces) 

o Familiarization with the failsafe return-to-home systems and 

instruction on how to activate those systems if the PIC is 

unable to activate those systems 

o Expected flight plan, holding positions, flight duration, and 

overall flight boundaries. 

o Expected responsibilities and authority of each flight 

operations personnel 

o Identification and familiarization with the take-off and landing 

designated areas, and the requirements for remaining clear of 

those areas at all times. 

o The need for all present to alert the PIC of any encroachments 

of people or objects into the airspace and ground boundaries 

o Importance of mitigating any possible distractions or 

unnecessary communication with the PIC during operations 

o Careful review of Lost Link and emergency procedures 

• Communications - The 111th uses channel-hopping technology on 

2.4GHz to maintain communications with the UAV for the purposes of 

18 
platform control. There is no communication ('downlink') from the UAV to 

the ground station. In the event of loss of or interference with the control 

frequency, the UAV is programmed to return to its take-off position and 

land autonomously ('return-to-home'). This failsafe procedure is 

described further under Emergency Procedures. 

• Frequency Scans - The 111th will perform frequency scans to help 

identify possible conflict with radio communications. This will be 

performed via a hand-held or portable radio spectrum scanner by the PIC. 

These scans will include a full spectrum scan of the applicable frequency 

range of the sUAS. Possible sources of radio interference or conflict will 

be identified and evaluated to determine if flight operations can be safely 

continued. 

• Recharging and Battery Use (Fuel Management) - The DJI Phantom 3 

utilizes a 4480 mAh 15.2V LiPo 45 "intelligent" battery. Batteries are 

charged at base prior to flight operations. The number of batteries that 

will be transported to the flight operations area will be based on the 

specific needs of the flight operations or mission. The battery capacity 

will be tested utilizing the internal proprietary tester on the battery, and 

will also be checked utilizing the proprietary DJI software, as well as any 

internally sensed telemetry software and hardware attached to the sUAS. 

A battery charge log will be kept via the proprietary DJI Phantom 3 

software and will be completed prior to every flight. Any battery found to 

be less than fully charged, damaged, displays insufficient voltage, or 

otherwise defective will not be used. 

• Load-outs and Equipment -The Phantom 3 is a simple quad-copter sUAS 

with limited capability for loads and equipment. Removable equipment 

includes the battery, gimbal, camera, telemetry hardware, antenna, and 

imaging transmitter. The battery is held in place via proprietary fittings. 

The gimbal is attached via screws into the airframe. The camera is 

attached to the gimbal using screws and a proprietary harness. All other 

equipment is attached using nylon fittings, Velcro, or adhesives. Total 

takeoff weight with these components will not exceed the maximum 

recommended takeoff weight identified in the Phantom 3 

19 
Users/operators Manual of 1280 grams, with a total payload weight not 

to exceed 300 grams. Payload security is tested prior to any operations 

both visually and by vigorous tactile testing. All attachment points will be 

inspected and tested weekly. 

FLIGHT PROCEDURES 

The 111th will utilize checklists to direct the flight operations personnel in flight 

procedures. The following section will continually refer to the several checklists 

presented in the Appendix. 

• Motor Start- All of the various preflight checks will have been performed 

prior to motor start and will include: 

o PIC and VO will put on identifying outerwear. 

o Pre-flight compass calibration, GPS verification, and voltage 

diagnostics completed. 

o Take-off position and location is checked to ensure it is clear of 

obstacles, debris, potential hazards, and people. 

o Transmitter switches are placed in the proper configuration, 

including the home switch and GPS mode switch. 

o Transmitter is on and properly charged with voltage confirmed. 

o Battery is secured, on, and properly seated. 

o Camera and gimbal is armed, responding to commands, and 

stabilized. 

o sUAS is placed in the proper takeoff position. 

o LED flight mode indicator, and telemetry read-out shows adequate 

GPS connectivity according to the DJI Phantom 3 User/operators 

Manual. 

o LED flight mode indicators and telemetry read-outs show the proper 

flight mode is selected DJI Phantom 3 User/operators Manual. 

20 
o Camera is switched on. 

o All flight operations personnel are in their proper position and at the 

ready. 

o Start motors, and establish functional pre-take-off power setting. 

• Take-Off - Once motors have been started, the PIC will verify that the 

pretake-off checklist has been completed. Once this has been verified, 

the PIC will follow the following take-off procedure: 

1. Apply power for a controlled ascent to a safe low-level test altitude 

over the take-off area, and then hold. 

2. After in hold, PIC performs check of all control stick response 

including rudder, aileron, elevator, and throttle to ensure proper 

response to commands. 

3. PIC confirms with VO that the flight operations area is free of 

obstructions or other manned or unmanned air traffic. 

4. PIC confirms with all flight operations personnel that they are ready 

to proceed with flight operations as planned. 

• In-Flight - The 111th requires that the PIC is free to concentrate on 

positioning, scanning, and monitoring systems and the flight operations 

area without un-necessary distraction, and to ensure the flight is 

compliant with remaining 500 ft clear of all non-participating persons, 

vessels, vehicles, or structures unless proper permissions have been 

obtained as described in the previous section addressing the selection of 

sites. Throughout the flight, PIC will take particular care to remain within 

the established operating permissions and envelope by executing the 

following practices: 

o Verify through verbal communication with the VO that they are alerted 

to any manned or unmanned aircraft within the flight area. 

o Verify through verbal communication with the VO that obstacles are 

being identified and avoided. 

o Interval monitoring of voltage and communication with UAV to ensure 

adequate voltage according to the DJI Phantom 3 User/operating Manual 

for safe return and landing. 

21 
o Monitor time since motors were started to ensure a minimum of 3 

minutes of battery fuel is available for return and landing of UAV. 

o A safety margin of a minimum of 3 minutes of battery life is maintained 

at all times. 

o Maintain visual contact with flight systems/mode and battery LED 

light indicators at all times. 

o Maintain situational awareness of changes in weather, visibility, or 

cloud avoidance at all times. 

o Maintain operation speeds less than 100m ph. 

o Maintain visual contact with UAV at all times. 

o Ensure VO has visual contact with the UAV in flight at all times. 

Establish a position hold until VO re-establishes visual contact with 

the UAV if contact is lost. 

• Let-Down/Landing- To execute a safe recovery and landing of the UAV, 

the PIC will ensure that the following practices are followed: 

o Establish and guide the UAV through a safe route to directly above 

the cordoned take-off and landing area. 

o Maintain a safe descent rate and follows all procedures and 

techniques to avoid vortex state or settling with power. 

o Verify that a minimum of 3 minutes of battery life is available, as 

mentioned above, to ensure a holding position if the landing area is 

not cleared. 

o Verify that the landing area is clear of debris, obstacles, people, or 

hazards that would preclude a safe landing. 

• Shutdown - Upon landing, the throttle is returned to the home position 

causing the rotors to stop spinning. Operations then proceed as follows: 

• The UAV battery is switched off or disconnected. 

• The camera is stopped and is then switched off. 

• The UAV is removed from the landing area and is checked for any 

abnormalities or damage. 

22 
• The transmitter is switched off. 

• The UAV battery is removed, tested, and then the battery is safely 

secured and stored. 

EMERGENCY PROCEDURES 

The emergency procedures described below address the following, safety-critical 

question: In the event of a malfunction failure or other in-flight emergency/ how is 

the sUAS going to safely land without creating a hazard to other airspace users or 

persons or property on the ground? 

MOTOR THRUST LOSS 

As a quad copter, The Phantom 3 has no 'rotor redundancy'. Loss of power to a 

motor on a quad copter will result in a crash. For this reason, The 111th takes 

specific preventative steps to ensure that loss of power to a motor will not occur: 

• Wiring integrity is checked visually prior to any flight operations. 

• A pre-flight battery check is undertaken to test the charge of the cells. 

• Upon take-off, the sUAS is lifted into a temporary, low-altitude holding 

position and the throttle/ rudder and aileron/elevator control sticks are 

moved to check that UAV is responding as expected. 

If there is a loss of thrust to a motor, any residual control left available to the PIC 

will be used to guide the UAV away from people and objects to avoid injury or 

damage to property and people. Every effort will be made to restrict the crash 

site to the safest possible position. 

BATTERY FAILURE 

As has been addressed in above previous sections, The 111th has procedures and 

practices in place designed to prevent sUAS battery failure or malfunction, and 

they include: 

• The batteries are physically inspected and tested through all phases of 

preflight and post flight for damage or swelling 

• The Battery performance and condition is tested prior to each flight to 

ensure they are fully charged, and the proprietary DJI Phantom 3 software 

23 
charge track/log is checked to ensure the battery meets the minimum 

safe requirements as specified by DJI in operating manual and firmware 

specs. 

• Throughout all phases of flight, the battery voltage, percentage of charge 

remaining, and time in operation is constantly monitored via the 

telemetry transmission to the ground station to ensure there is the 

proper minimum voltage and time to return and land is achieved and 

maintained. 

• The PIC will immediately land the UAV in the nearest possible landing 

area if telemetry indicates the minimum voltage, time in operation, or 

percentage of charge are not met. 

BATTERY FAILURE FAILSAFE (Low Battery RTH) 

The low battery level failsafe is triggered when the DJI Intelligent Flight Battery is 

depleted to a point that may affect the safe return of the aircraft. Users are 

advised to return home or land the aircraft immediately when prompted. The DJI 

pilot app will display a notice when a low battery warning is triggered. The aircraft 

will automatically return to the Home Point if no action is taken after a 10 second 

countdown. The user can cancel the RTH procedure by pressing the RTH button 

on the remote controller. The thresholds for these warnings are automatically 

determined based on the aircraft's current altitude and distance from the Home 

Point. 

The aircraft will land automatically if the current battery level can only support 

the aircraft long enough to descend from its current altitude. The user can still use 

the remote controller to alter the aircraft's orientation during the landing process. 

A more detailed description of indications, warnings, and thresholds is presented 

in Appendix E-Phantom 3 User Manual, page 13 and 14, of this document. 

TRANSMITTER/CONTROLLER BATTERY FAILURE 

As has been mentioned previously, through the extensive use of checklist 

procedures, The 111th requires that the PIC ensure the DJI Phantom 3 controller 

(ground station) will be fully charged prior to any aerial operation. Any monitors 

being used to display telemetry will also be fully charged. 

CONTROLLER BATTERY FAILSAFE 

24 
The 111th will use The DJI Phantom 3 flight control system that incorporates an 

automated failsafe system which commands the UAV to Return to Home and land 

if there is a loss of remote control for a period of 3 seconds due to battery failure 

or any other cause. When the controller battery level is critically low The Remote 

Status Indicator will blink red and sound an alert. 

LOSS OF CONTROL FREQUENCY (and/or Ground Station Failure) 

To help prevent a loss of control frequency, The 111th requires that the PIC 

ensure flight operations only occur within un-aided visual line of site VLOS at all 

times. Doing so will keep the UAV well within the required minimum range of the 

DJI Phantom 3 controller/transmitter. 

LOSS OF CONTROL FREQUENCY FAILSAFE 

If the control frequency signal is lost for more than 3 seconds {sUAS out of range, 

ground station failure etc.) the DJI Phantom 3 Flight Controller has been 

programmed to switch the sUAS into failsafe mode and it will 'return to home' 

{RTH} and auto land: 

• If the failsafe occurs while in GPS mode according to the parameters of 

the DJI Phantom 3 User/Operator Manual, the UAV will return to the takeoff and landing area and auto-land. 

• If the fail location occurs while in A Til mode according to the parameters 

of the DJI Phantom 3 User/Operator Manual, the UAV will auto-land. 

• The RTH failsafe mechanism works by the sUAS Flight Controller saving 

the home (take-off) point automatically when the throttle stick is moved 

for the first time (after 6 or more GPS satellites have been acquired -

denoted by a single red pulse from the LED or a series of continuous green 

pulses). 

The RTH failsafe function on the sUAS is tested on a weekly basis by The 111th by 

switching the transmitter off during a test flight session. 

MALICIOUS OR ACCIDENTAL INTERFERENCE WITH CONTROL FREQUENCY 

As was mentioned in previous sections, through the extensive use of checklists, 

The 111th requires that the PIC utilize a Spectrum Scanner to ensure there is no 

accidental or malicious radio interference. In the unlikely event that this should 

25 
occur, the PIC will initiate the failsafe procedure mentioned in the previous 

section 

• Pilot Incapacitation - If the pilot-in-command becomes incapacitated to 

the extent that control of the UAV becomes unviable, the UAV will hover 

in a stationery position until the battery's second level low-voltage 

protection is triggered. At this point, the UAV will descend and land in a 

steady, controlled manner. If an observer is present, they will have been 

briefed on the sUAS's failsafe (return-to-home) mode and its activation 

(see Section on "Crew Briefing"). 

• Aircraft Incursion - If another aircraft should enter or appears to be 

entering the Visual Line of Sight Operating Envelope VLOS, PIC will 

operate the UAV to immediately maintain safe visual separation, and give 

way to any manned flight operation. 

FLY AWAY PROCEDURE 

A "fly away" is defined as the loss of control transmission link where the PIC no 

longer has control or the ability to command the UAV to remain within the 

bounds of the intended operation area. In the unlikely event that this should 

occur, the PIC will observe and record the direction of flight heading, speed, and 

altitude of the UAV, and then follow the Incident Response Procedure as outlined 

below: 

• Crash & Incident Response While The 111th takes extreme caution in its 

flight procedures to prevent a loss of control or crash, any incident, 

accident, or operation that transgresses the lateral or vertical boundaries 

as defined by the applicable COA issued must be reported to the FAA 

sUAS Integration Office (AFS 80 within 24 hours. The following 

procedures will also be ensured by the PIC: 

o PIC will have on their person a copy of the local emergency response 

contact information, including fire, law enforcement, medical response, 

and the sUAS Integration Office contact information. 

26 
Appendix A --·--·-----·---------- ·-------·--

Checklists 

27 
SITE SELECTION CHECKLIST: 

o Review applicable charts and note airspace including Special Use Airspace (SUA)/ 

Prohibited Areas/ and nearby designated airport traffic patterns. Assess property 

boundaries within the working area and consider coordination efforts and 

documentation needed for safe operation. 

o Check for Notices to Airmen (NOTAMS) 

o Determine a weather observation source for the area. 

o Note prevailing weather conditions. 

o Assess Risk Factors. 

o Visually check the operating area and identify potential hazards: 

• Persons/ vessels/ trees/ fencing/ structures/ high-tension lines/ 

livestock/ sensitive habitats areas/ noise abatement. 

o Analyze and determine the best take off and landing zone. 

o Account for hard or soft surface conditions including sloping and terrain 

differences. 

o Establish an alternate if the primary take off and landing zone should become 

unavailable or unsuitable. 

PRE-FLIGHT START-UP CHECKLIST: (all models) 

o Verify transmitter and on-board aircraft batteries are fully charged. 

o Ensure no frequency conflicts with video and transmitter I receiver. 

o Check rotors to ensure they are in good structural condition and properly 

secured. 

o Check motors. 

o Check the landing gear for damage and function. 

o Ensure photo I video equipment mounting system is secure and operational. 

o UAV I Drone is in a level location safe for takeoff. 

o FPV I Power up ground station. 

o FPV I Power up Video receiver. 

o If using Video recorder/ turn on camera system. 

o Camera settings are correct (still images/ video/ frame rate). 

o SD camera memory clear and inserted into the camera. 

o Action I Start filming. 

D All transmitter controls move freely in all directions. 

28 
o All transmitter trims in neutral position. 

o All transmitter switches in correct position (typically away). 

o Transmitter throttle to zero. 

o Radio transmitter on. 

o Connect I power on battery to airframe. 

o Ensure led indicators and audible tones are correct. 

o Timer on (if applicable). 

o FPV, confirm video is in monitor I goggles. 

o Scan for nearby cars I people I animals. 

o Say "CLEAR!". 

o Arm flight controller. 

o Increase throttle slightly listening for any abnormalities. 

o Short 20-30 second hover at 3-5 feet (listen for vibrations I loose items). 

o Confirm Voltage levels are correct. 

PRE-FLIGHT INSPECTION CHECKLIST: 

o Perform initial walk-around. 

o Inspect UAV for cracks in joints and structural members. 

o Inspect UAV for loose or damaged screws, ties, fasteners, straps. 

o Inspect UAV for loose or damaged wiring. 

o Inspect UAV for loose or damaged connections (solder, plugs, etc.). 

o Inspect prop mounts and screws and apply slight counter pressure on arms to 

check for loosened components. 

o Ensure antennas and masts are secure. 

o Inspect I clean FPV Camera and Lens and insure it is secured and connections are 

firmly attached. 

o Ensure camera settings are correct (still images, video, frame rate). 

o Ensure FPV Transmitters are secure and operational. 

o Ensure batteries are fully charged, properly seated and secured. 

o Ensure the following fail-safe equipment is functioning: 

o RTH (return to home). 

o Recovery Command Response (toggle test). 

o Firmware Airport Proximity Detection. 

29 
o Ensure props are smooth and free of damage I defect (check blade, surface and 

hub). 

o Ensure prop adapters are tight I secure. 

o Ensure voltage alarm is connected. 

o Ensure arming I idle timeout is properly configured. 

o Ensure correct model is selected in transmitter (if applicable). 

o Check RC transmitter for the correct range and centering for all sticks. 

o Perform range test. 

IN-FLIGHT CHECKLIST: 

o Basics: If flying manually, always keep your fingers on the controller/transmitter. 

o Never let the UAV out of your sight even for a second. 

o Climb to a safe altitude away from potential hazards and to reduce noise 

pollution. 

o Keep aircraft at a safe operating distance from people, electric utility lines and 

buildings. 

o If the UAV must be flown over buildings or people, use a lightweight UAV and 

maintain a safe altitude for recovery and make every effort to minimize 

exposure. 

o Spotter: Use a spotter whenever possible and appropriate, especially when flying 

by First Person View (FPV). 

o Do not fly UAVs within distance defined by local laws of any private/commercial 

airport/helipad. 

o Do not fly around a pre-existing UAV flying site without a frequency management 

agreement. 

o Do not interfere with operations and traffic patterns at any airport. 

LANDING CHECKLIST: 

o Regardless of whether of a manual or automated UAV landing, scan landing area 

for potential obstruction hazards. 

o Announce out loud {(Preparing to Land". 

30 
o Use a safe descent rate and follow correct procedures to avoid a vortex state or 

settling. 

o Carefully land the aircraft away from obstructions and people. 

o Turn the power off to the aircraft and/or disconnect the batteries. 

D Turn off the transmitter. 

o Turn the power off to the photo equipment. 

o Visually check aircraft for signs of damage and/or excessive wear. 

o Remove the unused fuel if applicable. Secure the aircraft. 

o Check pictures: Verify that the UAV camera actually took the pictures. 

o LOG FLIGHT. 

*FOR NORMAL OPERATIONS USE MODEL SPECIFIC CHECKLISTS. 

31 
Appendix B 

Maintenance Logbook 

32 
MAINTENANCE LOGBOOK 

Date Component Maintenance Maintenance Comments 

Activity Time 

33 
Appendix C 

Incident/ Accident Logbook 

34 
INCIDENT/ ACCIDENT LOGBOOK 

Date of Time of Name of Injured Incident/ Accident Action Taken Notes 

Incident/ Incident/ Details 

Accident Accident 

35 
Appendix D -----·-----·-----·--·--

Flight Record Logbook 

36 
FLIGHT RECORD LOGBOOK (Sample Page) 

Date Location Activity Flying Time Battery Battery Comments 

Before After 

37 
Appendix E 

Phantom 3 User Manual 

38 

Using this manual 

LegE1nds 

0 Warning it, Important t>~ Hints and Tips liGJ Reference 

,~E1ad Before the rirst rlignt 

Read the following documents before using the Phantom 3 Professional: 

1. In the Box 

2. Phantom 3 Professional User Manual 

3. Phantom 3 Professional Quick Start Guide 

4. Phantom 3 Professional I Advanced Safety Guidelines and Disclaimer 

5. Phantom 3 Professional I Advanced Intelligent Flight Battery Safety Guidelines 

We recommend that you watch all tutorial videos on the official DJI website and read the Disclaimer 

before you fly. Prepare for your first flight by reviewing the Phantom 3 Professional Quick Start Guide and 

refer to the User Manual for more detailed information. 

Vid~o Tutofials 

Please watch the tutorial videos at the link below, which demonstrates how to use Phantom 3 Professional 

safely: 

http://www.dji.com/product/phantom-3/video 

CQ,ownload tne DJI Pilot·app 

Download and install the OJ! Pilot app before using the aircraft. Scan the OR code to the right 

to download the latest version. ~:-:ili~ 

The 

The 

Android 

iOS version 

version 

of the 

of 

DJI 

the 

Pilot 

DJJ Pilot 

app 

app 

is compatible 

is compatible 

with 

with 

iOS 8.0 

Android 

or later. 

4.1 .2 or later. 

fi'l• 

~ 

1.:.1 i:-1. - • 

2