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Autonomous Aerial Solutions, LLC

718 E Macy Lane

Stillwater, OK 74075

O +1 405-237-8178

www.AASUAS.com

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE 

Washington, D.C. 20590

January 4, 2016

Re: Petition of Autonomous Aerial Solutions, LLC ("Petitioner") for an Exemption Pursuant to Section

333 of the FAA Modernization and Reform Act of 2012

Dear Madam or Sir,

Autonomous Aerial Solutions, LLC is petitioning the Federal Aviation Administration (FAA) for an

exemption to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14 C.F.R Part

11. The exemption would allow operation of the DJI S1000+, DJI Inspire 1, and DJI Phantom 3 unmanned 

aircraft systems (UAS) for the purpose of aerial photography/video acquisition, vertical and horizontal 

construction inspections, precision farming, real estate, land surveying, emergency search and rescue. 

This document will outline requested relief from regulations pertaining to this exemption.

Autonomous Aerial Solutions, LLC agrees to operate within the boundaries set forth by this

exemption. Along with rules and regulations that the FAA has in place, Autonomous Aerial Solutions, 

LLC plans to use additional safety precautions were they see fit to ensure safe sUAS operations. 

Implementation of lightweight small-unmanned aircraft systems (sUAS) is a tool that can greatly

improve the safety standards of our National Airspace System (NAS). sUAS can fly operations that

would traditionally require manned aircraft, carrying pilots and gallons of flammable fuel. Please allow

Autonomous Aerial Solutions, LLC to offer sUAS operations to promote the safe, efficient and

responsible use of sUAS.

Regards,

William Nechak

President

Autonomous Aerial Solutions, LLC

405-237-8178

Bill.Nechak@aasuas.com
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Table of Contents

Glossary of Abbreviations.......................................................................................2

List of Attachments.................................................................................................3

Introduction and Interest of Petitioner...................................................................3

Unmanned Aerial Systems......................................................................................3

Equipment List........................................................................................................4

Unmanned Aircraft Pilot in Command (PIC)...........................................................6

Operations of sUAS ................................................................................................6

Requested Exemptions from Regulations ............................................................10

Public Interest.......................................................................................................12

Conclusion............................................................................................................12

Glossary of Abbreviations

AGL Above Ground Level

ATC Air Traffic Control

COA Certificate of Authorization FAA

Federal Aviation Administration FAR Federal Aviation Regulation 

MAAP Mid Atlantic Aviation Partnership 

NAS National Airspace System

PIC Pilot in Command

sUAS Small Unmanned Aircraft Systems

VFR Visual Flight Rules

VMC Visual Meteorological Conditions

VO Visual Observer

VLS Visual Line of Sight
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List of Appendixes

Appendix: A

DJI S1000+ Operating Manual

Appendix B:

A2 Flight Control Operating Manual

Appendix C:

Futaba 8FG Operating Manual  

Appendix D:

DJI Phantom 3 Operating Manual

Appendix E:

Naza M flight control Operating Manual

Appendix F:

DJI Inspire 1 Operating Manual

Appendix G:

Autonomous Aerial Solutions, LLC Standard Operating Procedures Excerpt and Checklists/Forms

The seven attachments listed are referenced in the request for exemption and contain trade secret and 

commercial proprietary information that Autonomous Aerial Solutions, LLC has not and will not share

with others except under appropriate confidentiality agreements. The Autonomous Aerial Solutions, LLC

Standard Operating Procedures (SOP) attachment contains operating conditions and procedures that

have been developed exclusively by Autonomous Aerial Solutions, LLC, and that are not available to the

public. Autonomous Aerial Solutions, LLC is requesting that these attachments be treated as proprietary

information pursuant to

14 C.F.R. Section 11.35, and maintains that they are protected from public release under the Freedom of

Information Act. See 5 U.S.C. 552 et seq.

Section 1: Introduction and Interest of Petitioner

Autonomous Aerial Solutions, LLC is a business entity located in Stillwater, OK that intends to use three

current DJI model sUAS platforms to engage in aerial photography/video acquisition, vertical and 

horizontal construction inspections, precision farming, real estate, land surveying, emergency search and

rescue. Autonomous Aerial Solutions, LLC is committed to offering safe and responsible sUAS flight

operations.

It shall be the intent of every sUAS operator to make a responsible effort to not invade a person's 

reasonable expectation of privacy when operating the UAS while performing safe flight operations.
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When operating the sUAS, Autonomous Aerial Solutions, LLC operators will abide by all FAA

Regulations for flight and receive the proper authorization for flight.

Section 2: Unmanned Aerial Systems

Regarding the Unmanned Aircraft System from FAA Documentation

1. Petitioners should describe how the proposed UAS operation will be safely conducted to minimize risk 

to the NAS or to persons and property on the ground. Specifically, petitioners should describe the design 

and operational characteristics for the type(s) of UAS they intend to operate, e.g. aircraft performance 

and performance limitations, operating procedures, and aircraft loading information in as much detail as 

possible. This could be provided in the petition or in an Aircraft Flight Manual or similar document.

NOTE: The FAA will consider all information and data submitted by the petitioner that describes the UAS 

developmental and operational history. This could include statistical data or other documentation for the 

specific design and performance characteristics of the UAS, including the operational history and 

operational failure modes, obtained through previous Research & Development (R&D) and/or flight test 

activities, e.g. operations conducted under a COA, with a civil airworthiness certificate, or under other 

authorized operating conditions.

2. Petitioners should describe any procedures they would implement, such as pre-flight inspections, 

maintenance, and repair, to ensure that the UAS is in a condition for safe flight. This could be provided in 

the petition, an Aircraft Flight Manual, a Maintenance and Inspection Manual, or similar document.

NOTE: The Aircraft Flight Manual and Maintenance and Inspection Manual may be separate documents 

or combined in a single document

3. The petitioner should describe the Radio Frequency (RF) spectrum used for control of the UAS and 

associated equipment that is part of the UAS (i.e., sensors, cameras, etc.), and whether it complies with 

Federal Communications Commission (FCC) or other appropriate government oversight agency

requirements. NOTE: Petitioners should be able to provide the FCC approval letter or show compliance

with FCC requirements upon request.

General Information Pertaining to All Proposed sUAS

Autonomous Aerial Solutions, LLC will operate less than fifty-five pound sUAS, with the ability to

conduct precision data collection, inspections, and aerial mapping, with payloads capable of 

supporting this mission.

Prior to each flight the Autonomous Aerial Solutions, LLC PIC shall inspect the sUAS to ensure it is in a 

condition for safe flight. If the inspection reveals a condition that affects the safe operation of the sUAS,

the aircraft will be prohibited from operating until the necessary maintenance has been performed and

the sUAS is found to be in a condition for safe flight. The Ground Control Station must be included in the 

preflight inspection. All maintenance and alterations must be properly documented in aircraft records. 

All discrepancies noted shall be documented as described in the Autonomous Aerial Solutions, LLC SOP

(Section

5, Page 14).

Any sUAS that has undergone maintenance or alterations that affect the sUAS operation or flight 

characteristics, e.g. replacement of a flight critical component, shall undergo a functional test flight in 

accordance with the manufacturer’s manual and Autonomous Aerial Solutions, LLC SOP (Section 5,

Page 10). The Autonomous Aerial Solutions, LLC PIC who conducts the functional test flight shall make

an entry in the sUAS aircraft logbook of the flight.
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Autonomous Aerial Solutions, LLC shall follow the manufacturer’s sUAS aircraft/component,

maintenance, overhaul, replacement, inspection and life limit requirements, with particular attention

to flight critical components that may not be addressed in the manufacturer’s manuals.

Autonomous Aerial Solutions, LLC shall carry out the maintenance, inspections and record keeping 

requirements, in accordance with the Autonomous Aerial Solutions, LLC SOP. Maintenance, inspection,

and alterations must be noted in the aircraft log book, including total flight hours, and description of

work accomplished. Only personnel who are authorized shall perform such operations. Autonomous 

Aerial Solutions, LLC SOP (Section 9, Page 19).

Each sUAS operated under the proposed exemption shall comply with all manufacturer System and

Safety Bulletins.

Autonomous Aerial Solutions, LLC technicians will receive and document training referenced in the

manufacturer’s operations manual.

Autonomous Aerial Solutions, LLC technicians shall make a record entry in the sUAS logbook or

equivalent document of the corrective action taken against discrepancies discovered between

inspections.

Before conducting operations, the radio frequency spectrum used for operation and control of the sUAS 

shall comply with the Federal Communications Commission (FCC) or other appropriate government 

oversight agency requirements.

Equipment List

DJI S1000+

Autonomous Aerial Solutions, LLC seeks an exemption to operate a DJI-S1000+ sUAS for compensation

or hire. The DJI-S1000+ is comprised of a multi-rotor unmanned aircraft and two handheld ground 

control stations. The DJI-S1000+ has a maximum gross weight of approximately 24 pounds, diagonal

wheelbase of 41.4 inches, and height of approximately 18 inches. The DJI-S1000+ is equipped with eight

rotors driven by eight lithium polymer battery powered electric motors.

Design and operational characteristics are provided in DJI S1000+ Operating Manual (Section 1, Page 2). 

Autonomous Aerial Solutions, LLC flight crews shall conduct pre-flight inspections as documented in DJI

S1000+ Operating Manual (Section 5, Page 10).

DJI Inspire 1

Autonomous Aerial Solutions, LLC seeks an exemption to operate a DJI INSPIRE 1 sUAS for

compensation or hire. The DJI INSPIRE 1 is comprised of a multi-rotor unmanned aircraft and two

handheld ground control stations. The DJI INSPIRE 1 has a maximum gross weight of approximately 6.5

pounds, dimensions of 17.24 x 17.76 inches, and height of approximately 11.85 inches. The DJI INSPIRE 

1 is equipped with four rotors driven by four lithium polymer battery powered electric motors.

Design and operational characteristics are provided in DJI INSPIRE 1 Operating Manual (Page 58). 

Autonomous Aerial Solutions, LLC flight crews shall conduct pre-flight inspections as documented in DJI 

INSPIRE 1 Operating Manual (Page 50).

DJI Phantom 3

Autonomous Aerial Solutions, LLC seeks an exemption to operate a DJI Phantom 3 sUAS, for

compensation or hire. The DJI Phantom 3 is comprised of a quad-rotor unmanned aircraft and a 

handheld ground control station. The Phantom 2 has a maximum gross weight of approximately 6.5
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pounds, diameter (rotor span) 23.75 inches, width of 12.5 inches, and height of 8.1 inches. The Phantom

3 is equipped with four rotors driven by four lithium polymer battery powered electric motors.

Design and operational characteristics are provided in the DJI Phantom 3 Operating Manual (Page 54). 

Autonomous Aerial Solutions, LLC flight crews shall conduct pre-flight inspections as documented in

DJI Phantom 3 Operating Manual (Page 44).

Section 3: Unmanned Aircraft Pilot in Command (PIC)

Regarding the Unmanned Aircraft PIC

4. Petitioners should describe the qualifications required of any PIC(s) who will be directly responsible for 

the operation of the UAS, including information such as: the level of airman certificate held; any 

applicable training related to the operation; and any minimum hours of flight experience required by the 

PIC(s), both total flight time and the time with the particular UAS. If the operation would use visual 

observers, petitioners should describe their roles and qualifications.

5. Petitioners should describe the medical standards and certification of the PIC(s) directly responsible for 

the operation of the UAS.

All Autonomous Aerial Solutions, LLC Flight Crews, including PIC and Visual Observers (VO), will be

qualified as directed by Autonomous Aerial Solutions, LLC SOP (Section 1, Page 1).

All flight crewmembers, including Autonomous Aerial Solutions, LLC PIC and VO, will have an

understanding of, and comply with, Title 14 Code of Federal Regulations, and/or Agency directives and

regulations, applicable to the airspace where the sUAS will operate. Specifically all Autonomous Aerial 

Solutions, LLC flight crew members will receive training on the rules and responsibilities described in 14

C.F.R Part 91

Sections 91.111, 91.113 and 91.115 regarding cloud clearance, flight visibility and the pilot controller 

glossary, including standard ATC phraseology and communication.

The Autonomous Aerial Solutions, LLC PIC must possess at least a current private, recreational or sport

pilot certificate. The PIC must also meet the flight review requirements specified in 14 C.F.R Section

61.56 in an aircraft in which the PIC is rated on his/her pilot certificate.

Prior to operations conducted for the purpose of aerial imagery and videography (or similar operations), 

the PIC must have accumulated and logged, in a manner consistent with 14 C.F.R Section 61.51(b), a 

minimum of 25 hours of total time as a sUAS pilot and at least ten hours logged as a sUAS pilot with 

similar sUAS type (fixed wing or rotary). Prior documented flight experience that was obtained in 

compliance with applicable regulations may satisfy this requirement. Training, proficiency, and 

experience building flights are requested to be conducted under this grant of exception to accomplish 

the required flight cycles and flight time. During training, proficiency, and experience building flights, all 

persons not essential for flight operations will be considered non-participants and the PIC will operate 

the sUAS with appropriate distance from non-participants in accordance with 14 C.F.R Section 91.119.

Prior to operations conducted for the purpose of precision agriculture (or similar operations), the

Autonomous Aerial Solutions, LLC PIC must have accumulated and logged in a manner consistent with 14

C.F.R Section 61.51(b), a minimum of five hours as a sUAS PIC operating the make and model of the sUAS 

to be utilized for operations under this requested exemption, and three take-offs and landings in the 

preceding 90 days. Training, proficiency, experience- building, and take-off and landing currency flights 

are requested to be conducted under this grant of exemption to accomplish the required flight time and

90 day currency. During training, proficiency, experience building, and take-off and landing currency 

flights all personnel not essential for flight operations are considered nonparticipants, and the PIC must 

operate the sUAS with appropriate distance from nonparticipants in accordance with 14 C.F.R Section

91.119.
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All operations must utilize a VO. The VO may be used to satisfy the Visual Line of Sight (VLOS) 

requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to 

communicate verbally at all times. This condition and limitation is consistent with all FAA approved 

Exemptions.

Section 4: Operations of sUAS

Regarding the Operation of the Unmanned Aircraft

6. Petitioners should fully describe their intended UAS operation(s). Petitioners should describe how the 

proposed operation(s) would not adversely affect safety, or how they would provide a level of safety at 

least equivalent to that provided by the rule from which exemption is sought. Petitioners should address 

any plans to implement clearly defined operational borders and procedures to ensure public safety, 

which includes persons and property both in the air and on the ground. This can be described in the 

petition, in an Operations Manual, or similar document.

NOTE: The FAA will closely examine the proposed operation(s) with respect to safety of flight, NAS safety 

considerations, and the safety of the non-participating persons and property during the operational 

period and within the operational area.

7. Petitioners should specify the proposed maximum operating speed and altitude, and describe 

minimum flight visibility and distance from clouds for their intended operation(s). Petitioners should 

describe potential hazards and safety mitigations associated with these proposed conditions. These 

issues can be addressed in the petition, an Operations Manual, or similar document.

The sUAS shall remain clear and yield the right of way to all other manned aviation operations and 

activities at all times.

The sUAS shall be operated at an altitude of no more than 400 feet above ground level (AGL). All 

altitudes reported to ATC will be in feet.

The multi-rotor sUAS shall not be flown at a ground speed exceeding 45 mph.

Autonomous Aerial Solutions, LLC sUAS Operations will be conducted under visual meteorological

conditions (VMC). The sUAS will not be operated less than 500 feet below or less than 2000 feet

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

If the sUAS loses communications or loses its GPS signal, it must return to a pre-determined location 

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

Solutions, LLC SOP (Section 5, Page 12.

The sUAS PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance 

with operating documents.

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

conditions) there is enough power to fly at normal cruising speed to the intended landing point and land 

the sUAS with 25% battery power remaining.

The sUAS operated in accordance with this proposed exemption shall be identified by serial numbers, 

registered in accordance with 14 C.F.R part 47, and have identification (N- Number) markings in 

accordance with 14 C.F.R part 45, Subpart C. Markings will be as large as practicable.

The sUAS documents required under 14 C.F.R 91.9 and 91.203 shall be available to the PIC at the Ground
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Control Station of the sUAS anytime the aircraft is operating. Those documents shall be available to the

Administrator or any law enforcement official upon request.

Any sUAS incidents, accidents or flight operations that transgress the lateral or vertical boundaries of the

operational area as defined by the applicable COA shall be reported to the FAA’s UAS Integration Office

(AFS-80) within 24 hours. Accidents shall be reported to the National Transportation Safety Board (NTSB)

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

Unless otherwise specified in this petition, the sUAS PIC, and the sUAS operations shall comply with all 

applicable parts of 14 C.F.R including, but not limited to, parts 45, 47, 61 and 91.

8. Petitioners should describe the characteristics of the area of intended operation(s) and the associated 

potential hazards, in accordance with the statutory mandate under Section 333 regarding proximity to 

populated areas. These issues can be addressed in the petition, an Operations Manual, or similar 

document.

The sUAS shall not be operated over congested or densely populated areas. These areas include but are 

not limited to the yellow areas depicted on World Aeronautical Charts (WAC), Sectional Aeronautical 

Charts (Sectionals), or Terminal Area Charts (TAC). Each work site will also be evaluated based on local 

conditions.

Operations of sUAS may be conducted at distances less than 500 feet from participating persons, 

vessels, vehicles or structures that perform an essential function in connection with these special 

purpose operations. Operations closer than 500 feet from the PIC, VO, operator trainees and essential 

persons are permitted when operationally necessary; but never so close to present an undue hazard. 

This is consistent with Exemption No. 11138.

Operations of sUAS may be conducted at distances less than 500 feet from unoccupied vessels, vehicles 

or structures owned by the land owner/controller when the land owner/controller grants such 

permission, and the PIC makes a safety assessment of the risk from operations and determines that it 

does not present an undue hazard to persons or property. This is consistent with Exemption No. 11138.

Flight operations will be conducted at least 500 feet from all nonparticipating persons unless barriers or 

structures are present that sufficiently protect nonparticipating persons from the sUAS and/or debris in 

the event of an accident. Autonomous Aerial Solutions, LLC shall ensure that nonparticipating persons

remain under such protection. If a situation arises where nonparticipating persons leave such protection 

and are within 500 feet of the sUAS, flight operations will cease immediately. This is consistent with 

Exemption No. 11138.

All operations of sUAS shall be conducted with the permission from the land owner/controller or 

authorized representative. Permission from the land owner/controller or authorized representative will 

be obtained for each flight to be conducted.

9. Petitioners should describe if they intend to operate in the proximity of any airports, in accordance 

with the statutory mandate under Section 333 regarding proximity to airports.

The sUAS will not operate within 5 nautical miles of an airport reference point as denoted on a current 

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

obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s 

COA. The letter of agreement with the airport management will be made available to the Administrator 

upon request. This is consistent with Exemption No 11159.

10. The UAS must be operated within visual line-of-sight (VLOS), in accordance with the statutory 

mandate under Section 333(b)(1). Petitioners should describe how they intend to comply with his 

mandate.
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The sUAS must be operated within VLOS of the PIC and VO at all times. This requires the PIC to be able 

to use human vision to see the sUAS unaided by any device other than corrective lenses, as specified on 

the PIC’s FAA issued medical certificate.

All sUAS operations must utilize a VO. The VO may be used to satisfy the VLOS requirement as long as 

the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all 

times. The PIC and VO must be designated before the flight and cannot transfer his or her designation 

for the duration of the flight. The PIC must ensure that the VO can perform the functions prescribed in 

Autonomous Aerial Solutions, LLC SOP (Section 1, Page 1).

The sUAS will not be operated by the PIC from any moving device or vehicle. Operations will not be 

conducted during night as defined in 14 C.F.R 1.1.

11. Petitioners should describe any procedures they would implement for conducting a preflight safety 

risk assessment to determine that the UAS is in a condition for safe flight (14 C.F.R § 91.7(b)) and that 

the planned operation can be completed safely. These procedures can be addressed in the petition, an 

Aircraft Flight Manual, Operations Manual, or similar document.

Autonomous Aerial Solutions, LLC will conduct preflight safety risk assessments to determine that the

sUAS is in a condition for safe flight (14 C.F.R Section 91.7(b)) and that the planned operation can be

completed safely. Specific procedures are addressed in Autonomous Aerial Solutions, LLC SOP (Section 5,

Page 10), and sUAS Operation Manuals.

12. If petitioners intend to conduct operations which have existing requirements to notify Flight 

Standards District Offices (FSDOs) prior to operations – such as motion picture and television filming, or 

pipeline and power line patrol – petitioners should describe their intended coordination in this regard for 

their proposed operation(s).

Autonomous Aerial Solutions, LLC operations do not require a notification to Flight Standards District

Offices

(FSDOs) at this time.

13. The FAA intends to require entities who obtain an exemption under this process to also obtain a 

Certificate of Waiver or Authorization (COA) from the FAA Air Traffic Organization prior to conducting 

operation(s) in the NAS.

Autonomous Aerial Solutions, LLC shall obtain an Air Traffic Organization (ATO) issued Certificate of

Waiver or Authorization (COA) prior to conducting any operations under this requested grant of

exemption. Additionally, Autonomous Aerial Solutions, LLC will request a Notice to Airmen (NOTAM)

not more than 72 hours, but not less than 48 hours prior to the operation.

Section 5: Requested Exemptionsfrom Regulations

Considered

Regulation Title

Recommended Action

14 C.F.R Part

21.185

Airworthiness

Certificate

Autonomous Aerial Solutions, LLC recommends that in 

consideration of the size, weight, speed and limited operating 

area associated with these aircraft and their operation, the

Secretary of Transportation determine that these aircraft meet

the conditions of Section 333. Relief is not necessary.

14 C.F.R. Part

45.23(b)

Display of 

marks

Autonomous Aerial Solutions, LLC sUAS shall be identified by

serial number, registered in accordance with 14 C.F.R part 47,

and have identification (N-Number) markings in accordance

with 14

C.F.R part 45, Subpart C. Markings will be as large as
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practicable. Relief is not necessary.

14 C.F.R. Part

61.113(a)

Private pilot 

privileges and 

limitations

The FAA has found in previous grants of exemption that a PIC 

with a private, recreational or sport pilot certificate operating a 

sUAS would not adversely affect operations in the NAS or 

present a hazard to persons or property on the ground.

Request relief with limitations and conditions specified in this 

petition.

14 C.F.R. Part

61.133(b)

Commercial 

pilot privileges 

and limitations

The FAA has found in previous grants of exemption that a PIC 

with a private, recreational or sport pilot certificate operating a 

sUAS would not adversely affect operations in the NAS or 

present a hazard to persons or property on the ground.

Request relief with limitations and conditions specified in this 

petition.

14 C.F.R. Part

91.7(a)

Civil Aircraft

Airworthiness

Autonomous Aerial Solutions, LLC recommends that in 

consideration of the size, weight, speed and limited operating 

area associated with this aircraft and its operation, the

Secretary of Transportation determines that these aircraft meet

the conditions of Section 333. Relief is not necessary.

14 C.F.R. Part

91.9(b)(2) &(c)

Civil Aircraft 

Flight Manual, 

Marking, and 

Placard 

Requirements

The FAA has previously determined that relief from these 

sections is not necessary. Relevant materials may be kept in a 

location accessible to the PIC in compliance with the 

regulations. Relief is not necessary.

14 C.F.R. Part

91.103

14 C.F.R. Part

91.109(a)

Preflight Action

Flight

Instruction

Autonomous Aerial Solutions, LLC will perform. Relief is not

necessary.

Autonomous Aerial Solutions, LLC will conduct all flight training 

through procedures specified in Training Instruction during 

dedicated training sessions. Based on previous decisions made 

by the FAA for sUAS petitions regarding this regulation, relief is 

not necessary.

14 C.F.R. Part

91.119(c)

Minimum Safe

Altitude

Aircraft will be operated below 400 AGL, but not over 

congested areas. Request relief with limitations and 

conditions specified in this petition.

14 C.F.R. Part

121

Altimeter

Settings

The proposed aircraft have a barometric altimeter and GPS 

derived altitude capabilities. Autonomous Aerial Solutions, LLC

recommends that the altimeter be set to zero feet AGL rather 

than local barometric pressure or field altitude before flight. 

Considering the limited altitude of the proposed operations. 

Request relief with limitations and conditions specified in this 

petition.
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14 C.F.R. Part

91.151(a)

Fuel 

Requirements 

in VFR

Prior relief has been granted for manned and unmanned aircraft

to operate at less than prescribed minimums. Request relief 

with limitations and conditions specified in this petition.

14 C.F.R. Part

91.203(a) and

(b)

Certifications

Required

Original intent of these regulations was to display an aircraft’s 

airworthiness, certification and registration documents so they 

would be easily available to inspectors and passengers. Based 

on the FAA Memorandum subject, “Interpretation regarding 

whether certain required documents may be kept at an 

unmanned aircraft’s control station,” dated August 8, 2014, 

relief is not necessary.

14 C.F.R. Part

91.405(a)

Maintenance

Required

Request relief with limitations and conditions specified in this 

petition.

14 C.F.R. Part

91.407(a)(1)

Operation after

Maintenance

Request relief with limitations and conditions specified in this 

petition.

14 C.F.R. Part

91.409(a)(1)

and (2)

Inspections

Request relief with limitations and conditions specified in this 

petition.

14 C.F.R. Part

91.417(a) and

(b)

Maintenance

Records

Request relief with limitations and conditions specified in this 

petition.

Public Interest

Autonomous Aerial Solutions, LLC’s operations of sUAS to perform aerial photography/video acquisition,

vertical and horizontal construction inspections, precision farming, real estate, land surveying, emergency

search and rescue, will reduce risk to life and property by decreasing the requirements of personnel to

operate manned aircraft to perform these tasks. Autonomous Aerial Solutions, LLC’s will use batterypowered sUAS that serve as safe and efficient alternatives to the manned aircraft commonly utilized to

conduct precision agriculture inspections/data collections and aerial mapping. Also, the flight data,

inspection results, recorded observations and lessons learned from these operations will be compiled to

further enhance its current safety program.

The applicant proposes that the exemptions requested herein apply to civil aircraft 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 aerial photography/video 

acquisition, precision agriculture inspections/data collections and aerial mapping, which is currently 

being conducted by manned aircraft.
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Conclusion

Autonomous Aerial Solutions, LLC seeks exemption from the requirements of 14 C.F.R § 61.113(a),

61.133(b), 121, 91,119(c), 91.151(a), 91.405(a), 91.407(a)(1), 91.409(a)(1), and (2) and 91.417(a).

As set forth above, Autonomous Aerial Solutions, LLC, seeks exemption pursuant to 14 C.F.R § 11.61 and

Section 333 of the FAA Modernization and Reform Act of 2012, which will permit safe operation of the

above-named sUAS commercially for the purpose of conducting aerial photography/video acquisition,

vertical and horizontal construction inspections, real estate, land surveying, emergency search and

rescue. By granting this Petition, the FAA will allow Autonomous Aerial Solutions, LLC to safely, effectively

and efficiently operate sUAS commercially.

Submitted on January 4, 2016

Regards,

William Nechak

President

Autonomous Aerial Solutions, LLC

718 E Macy Lane

Stillwater, OK 74075

 405-237-8178
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P R E - F L I G H T F O R M A N D C H E C K L I S T

AAS sUASOperations

N-NUMBER:

TIME:

LOCATION:

DATE:

PROJECT NUMBER:

In the interest of public safety and the safety of manned aircraft, the Pilot-in-Command (PIC) must 

complete this form prior to each flight of the sUAS. AAS will maintain this form for review by the FAA 

upon request at any time.

PRE-FLIGHT CHECKLIST

Check Batteries Check Airport Vicinity

Inspect Airframe for damage Check local weather

Inspect Propellers for damage Check Surroundings

Verify Compass/Satellite

Inspect Takeoff and Landing area

Check Airspace (Overlying) 

Notify Tower/ATC if applicable

IN-FLIGHT PROCEDURES

Perform GPS check Maintain Flight Parameters 

Perform Hover Check Constantly Plan for Emergency 

Takeoff and Land same area Monitor Telemetry Data

Verify Controller Sticks Function Maintain Situational Awareness

Safety

Concerns:

Additional

Comments:
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AAS SUAS OPERATIONS

EMERGENCY PROCEDURES

The sUAS will be landed immediately if any of the following occurs:

・ Pilot is distracted from focusing on the flight

・ Manned aircraft is seen or heard in the vicinity of the flight path

・ Change in weather, preventing the flight from continuing

・ Any action or unsafe event, which can cause the pilot distraction, interruption, or anything 

which can be deemed unsafe.

Takeoff time: Landing time: Total flight time:

Pre-flight sUAS Battery Voltage: 

Post-flight sUAS Battery Voltage:

I certify I have competed the above form and checklist prior to flight of the sUAS and the information 

documented is true and correct to the best of my knowledge.

PIC Name: 

Signature:

Observer’s Name:

P a g e | 1 © 2015 Autonomous Aerial Solutions, LLC, Inc. All Rights

Reserved.

 Autonomous Aerial Solutions, LLC

 718 E Macy Lane

Stillwater, OK 74075

O + 1 405-237-8178

www.AASUAS.com

AAS STANDARDOPERATING

PROCEDURES

TABLE OF CONTENTS

・ Section 1: General

・ Section 2: Limitations

・ Section 3: Emergency Procedures

・ Section 4: Set Up Protocol

・ Section 5: Normal Procedures and Checklists

・ Section 6: Performance

・ Section 7: Weight and Balance Equipment List

・ Section 8: sUAS and Systems Description

・ Section 9: Handling, Service and Maintenance

・ Section 10: Supplements

Section 1:General

INTRODUCTION

Being safe every day is not just a goal at AAS, it’s what we live for. Target Zero is our educational and 

operational program to make it real. Target Zero is deeply embedded in our training and in every project 

we take on, and its name says it all: we strive for zero safety incidents, zero injuries, and zero adverse 

environmental impacts. That isn't just important—it’s also right for business. By infusing our culture of 

awareness and incident prevention into all our projects, we help manage risk for our clients, too. We will 

carry this forward while operating sUAS for our clients.

This manual shall be used to establish the minimum standard of care for all sUAS and operational 

procedures for Autonomous Aerial Solutions, LLC, Inc. It contains the necessary checks to be

accomplished during normal and emergency procedures. Checklists in this manual shall be printed, 

laminated in plastic, and kept with the sUAS flight crew at all times.

This manual has been produced from a condensation of the manufactures aircraft manual(s) and

AAS’s established operational procedures. Checklist procedures are provided as performance steps for all 

flights. Flight control LED error message legends shall be memorized so that the pilot and visual
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observer know what to do without hesitation. At the completion of each flight the pilot in command

(PIC) shall be responsible for filling out a flight log.

In an effort to minimize costs and maximize spare parts availability, many COTS (commercial off the

shelf) components have been utilized. Some may have slight modifications to better suit this application. 

Most COTS products have separate data sheets, assembly manuals and instruction manuals. They are 

referenced in this document, with key factors being emphasized. As with all high technology products 

utilizing constantly evolving software, it is important to periodically check for online upgrades to the 

COTS components, including hardware, firmware and software.

GENERAL CHARACTERISTICS OF S1000 sUAS

・ Primarily for ISR (Intelligence, Surveillance, and Reconnaissance)

・ Economical due to extensive use of COTS products

・ Low Visual Signature

・ Low Aural Signature

・ Quick Launch and Recovery

・ Short Training Period

・ Simple Operation

・ Waypoint Navigation

・ Portable

・ VTOL

・ Quick Repairs

・ Redundant Flight Systems

・ Safety Return to Home during lost link or low battery

・ High Degree of Mission Success

・ GPS navigation aid

・ Various sensors

・ 24 lb max takeoff weight

・ Operating Temp Range: -5°C to +60°C

・ Flight Modes: Manual and GPS aided waypoint navigation

・ Maximum Operating Altitude: 1000 meters

・ Maximum Operation Wind Conditions: 10 m/s

・ Propulsion System: LiPoly batteries

・ Takeoff: Manual or Automatic

・ Landing: Manual or Automatic

・ Takeoff/Recovery Area: 5m square

IMPORTANT DIMENSIONS

・ Distance rotor to rotor across the center: 41”

・ Height with GPS/Compass folded down: 21”

・ Height with GPS/Compass up: 25”

・ Length of landing gear skids: 18”

・ Distance between landing gear skids: 21”

IMPORTANT WEIGHTS

・ Weight including GH4 camera, Zenmuse gimbal, A2 autopilot system, landing gear, data transceiver,

RC transceiver, video transmitter, regulators and all wiring – everything except battery: 14.4 lbs
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・ Maximum Takeoff Weight: 24 lbs

・ Battery Weight: up to 9.5 lbs with GH4 camera and Zenmuse Gimbal

MOTORS

・ Manufacturer: DJI-Innovations

・ Number of motors: 8

・ Motor type: 41mm x 14mm

・ Motor Model Number: 4114-11

・ Motor KV/RPM: 400

・ Motor max @ 25.2V: 10,000 rpm

・ Motor Max Power: 500 Watts

・ Power rating: 4000 Watts maximum power consumption for all 8 motors

・ Current Max: 100 amps

・ Amp Draw Typical Average: 65 amps

PROPELLERS

・ Manufacturer: DJI-Innovations

・ Material: Composite

・ Number of propellers: 8

・ Propeller model number: DJI 15 x 5.2

・ Number of blades: 2 - folding

・ Propeller Diameter: 15”

・ Propeller Pitch (fixed): 5.2”

・ Max rpm: 10,000 rpm

ELECTRONIC SPEED CONTROLS

・ Manufacturer: DJI-Innovations

・ Number of speed controls: 8

・ Speed control model number: DJI 40A Octo

・ Rating in amps: 40 Amps continuous

・ Signal Frequency: 30 - 450 Hz

・ Drive PWM Frequency: 8 KHz

AUTOPILOT

・ Manufacturer: DJI-Innovations

・ Autopilot Model Number: DJI A2

・ Components: GPS/Compass, IMU, Master Controller, Power Distribution System, LED

・ Indicator Lighting System, Data Transceiver, GCS Software

・ Power Consumption: 5W

・ Operating Temp Range: -5°C to +60°C

・ Software Compatible: Windows XP sp3 / Windows 7

・ Hovering Accuracy: Vertical : ± 0.5m; Horizontal: ± 2m

WIRELESS LINKS

・ Distributor: DJI-Innovations
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・ Frequencies:

・ 2.4 Ghz datalink with WiFi

・ 2.4 Ghz Command & Control

・ 5.8 Ghz Video

・ Power Consumption: 1 watt

・ Usable Range: Less than 2 km.

FLIGHT BATTERY

・ Manufacturers: Various COTS suppliers

・ Battery chemistry recommended: Lithium Polymer

・ Battery Capacity: 16,000 - 42,000 mah

・ Battery cell count required: 6S (6 cells in series)

・ Battery Voltage: 21V minimum during hover, 22.2V nominal, 25.2V maximum

・ Battery Minimum Rated Discharge Rate: 20C minimum

・ Battery Minimum Charge Rate: 1C (3C preferable)

・ Battery Rest Time between discharging and charging: 0-30 minutes

・ Batteries used simultaneously: 1-4

・ Recommended Battery Discharge Amount: 80-90%

FLIGHT PARAMETERS

・ Flight Time: up to 30 minutes

・ Payload Max: 11 lbs

・ Power Consumption in a Hover at 21 lb takeoff weight: 1500 Watts, 65 amps

WARNINGS

・ Never power a video transmitter or receiver without an antenna connected or overload failure will 

occur.

・ Read all information regarding batteries contained in this manual and supplements.

・ Batteries are highly flammable and can explode, especially when fully charged. Improper charging,

vibration, impact, high discharge, etc. can lead to explosion and fire. Batteries must be charged

under constant supervision and using proper precautions.

・ Batteries fully charged must be handled with extreme care.

・ Batteries must not be stored above 50% charged state.

・ Store batteries between 20% - 50% charged state. Fully charge just before use.

・ Fully charged batteries which are not to be used within 24 hours should be discharged to 20%-50%

charged state.

・ Discharging LiPoly batteries in excess of 80% of their rated capacity can cause harm to the batteries.

・ Using more than one battery at a time requires the proper wiring harness so that the voltage is no

more than 25.2V. Over voltage will cause serious damage to electrical equipment.

・ Using more than one battery at a time requires weight and balance checks. Proper CG is critical to

performance. Airframe must not be overloaded.

・ Propellers must be balanced to avoid excessive vibration.

・ GPS/Compass must be facing forward.

・ Do not use GPS Mode without GPS lock.

・ Use low strength thread locking compound on all screws.

・ Wireless Video and Data ranges vary considerably on many factors including weather, equipment,

and obstructions. Be prepared for com failures.
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Section 2: Limitations

AIRSPEED LIMITATIONS

・ Vne – Velocity to Never Exceed: 15 m/s

・ Va – Typical Maneuvering Speed – 5 m/s

POWER & POWERPLANT LIMITATIONS

・ 40 Amps max per motor

・ 40 Amps max per speed control

・ 320 Amps max total

・ Do not exceed 80-90% discharge of rated battery capacity

・ Do not charge batteries which are warmer than air temperature

・ Allow batteries to cool after use before charging

・ Leave an air gap between batteries when multiple batteries are used simultaneously

WEIGHT LIMITS

・ Takeoff Weight Max: 24 lbs

・ Must be checked prior to takeoff if any change in equipment is made

CENTER OF GRAVITY LIMITS

・ 3mm from the center of any of the three pairs of arms

・ Must be checked before every flight to ensure batteries were installed in the proper location.

・ Check all 4 pairs of arms before flight

MANEUVER LIMITS

・ This aircraft is intended for non-aerobatic operations

・ G-loading maximum: 2G

TEMPERATURE LIMITS

・ Operating Temp Range: -10°C to +40°C

・ In cold temperatures

・ Keep IMU at room temperature if possible before the flight

・ Keep Batteries above 5°C before flight

・ Do not fly with any frost or ice on the propellers

・ In warm temperatures

・ Batteries heat up when discharged

・ The higher the discharge rate the higher the temperature increase during use

・ At temperatures above 45°C, use of 2 or more batteries is required to lower the load on any one

battery pack to keep it cooler.

WEATHER LIMITS

・ Light dust and light rain require the use of a shield for the electronics in the center section.

・ Light dust and light rain are acceptable for the unshielded motor and ESC.
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RANGE LIMITS

・ BATTERY CAPACITY

・ Battery capacity is a primary limiting factor.

・ Flying into the wind will use more battery power to travel the same ground distance.

・ Higher air speeds will be required to penetrate the wind which used more battery power. Take

this into account when flying a mission.

・ Where possible, fly upwind at the start of a mission and downwind at the end to avoid depleting 

the battery before returning to base. Have alternative landing sites available in case of 

emergency landing.

WIRELESS LINK

・ Wireless links will be stable in LOS (line of sight) in most conditions

・ Wireless links are always susceptible to shorter ranges due to

・ Atmospheric conditions

・ Other transmission devices in the area

・ Jamming

・ Antennas not aligned properly

・ Improper voltage

・ Antenna blockage from SUAS in certain positions

・ Multipath – reflection off buildings or ground which cause multiple signals to arrive at different

times and/or phase.
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Section 3: Emergency Procedures

MOTOR FAILURE

・ Operation is possible with one motor/ESC/propeller failure

・ The two adjacent motors/ESCs will be increased in thrust automatically by the flight controller

to overcome the loss

・ In cases where the airframe is highly loaded the maximum rating of 40 amps may be exceeded 

by these two motors/ESCs

・ Operation should be terminated as soon as possible to reduce the possibility of damage to the 

remaining motors

COMMUNICATION FAILURE

・ Video link failure

・ 5.8 Ghz being the shortest wavelength in general SUAS use has the least ability to penetrate.

This link should be the first to be lost.

・ It is best to lose video first! It is the least likely to cause a crash when it fails.

・ Ensure that the GCS station antennas are perpendicular to the sUAS. Do not point the antenna

at the sUAS.

・ Yaw the SUAS to change the antenna position

・ Other links should still be good. Return back to the GCS until link is restored.

・ Transmitters produce heat when in operation. When overheated they may have thermal

protection which interrupts use temporarily. Use of a heat sink or fan may be required especially

with high ambient temperatures.

・ Higher gain antennas may be used, but do so with caution. High gain antennas are directional.

・ Multiple antennas using “diversity” can be used. Diversity is a device which determines the best

signal, and uses that.

・ 5.8 Ghz even at high wattages theoretically has less range than lower frequencies.

・ Changing to 1.3 Ghz is an option, though there are other issues to be considered.

・ RC link failure

・ 2.4 Ghz antennas can lose link with little warning.

・ Anything in between the two antennas can cause temporary signal loss especially a person.

・ Hold the transmitter up in the air and walk in the general direction of the SUAS.

・ Ensure that the antenna is vertical. Do not point the antenna at the sUAS.

・ The failsafes on the RC link should be set so that the SUAS returns to home. Should this require a

heading change, the antenna may move into a more desirable position and link will be restored.

・ The onboard equipment may block the signal. Yaw the SUAS so that the antennas point towards 

the GCS.

・ A LRS (long range system) can be used as a permanent solution. This is higher in wattage and 

usually on 433 Mhz.

・ Data Link Failure

・ 900 Mhz do not lose link without some warning. When drop outs are noticed to increase in

frequency that is the limit of the range.

・ If using 900 Mhz, this is on cell phone frequency. If a cell tower is nearby it can swamp the 

signal. 900 Mhz may not be usable in that area. Change to a different freq. or remain closer to 

the sUAS
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LOW BATTERY POWER

・ Fail-safes can be set such that in the event of low battery power, either due to a failure or too long

of a flight, the warning light on the SUAS will constantly flash amber. This is the first level of warning.

・ The second warning level is red flashing lights

・ Auto landing will occur when battery power is low. It may land in a tree or a lake, so this is not

desirable.

・ Landing with 80-90% of battery depleted is best. Therefore landing with 17,000 mah used and 3,000 

mah remaining of a 20,000 mah battery is desirable. Batteries should be drawn down equally when 

in use if they are both charged equally and both in relatively the same condition/age.

・ Do not mix partially charged batteries. Only use completely charged batteries.

・ Over discharging a battery below 19.8V can permanently damage the battery.

COMPASS CALIBRATION ERROR

・ If the compass is out of calibration the warning light will flash red. This is the same signal as low 

voltage. If the voltage is correct, there is a calibration error.

・ Recalibrate the compass following the instruction manual

FIRE

・ Fires can occur due to a short circuit or battery failure.

・ Disconnect the battery ASAP unless there is danger in doing so if there is any electrical issue.

・ It is not possible to put out a battery fire.

・ Do not attempt to put out a battery fire. Use a fire extinguisher to put out fires surrounding the

battery. A CO2 fire extinguisher is better than the powder or chemical type. CO2 does not leave a

residue. Water can be used though it may cause other electrical component failures.

FORCED LANDINGS

・ If alternate emergency landing zones should be chosen ahead of time.

・ Be sure that the LZ is clear of people to avoid any incidents.

・ Land in the nearest LZ which is clear of people.

・ Announce your intentions of landing as loud as necessary to alert people of the incoming sUAS.
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Section 4: SetUp Protocol

RADIO SET UP

・ Follow the instructions in the manual

SUAS COMMAND AND CONTROL

・ We recommend the use of a dual rate switch for main sUAS operation.

・ High rate – used to initialize the motors. The flight controller will not engage unless it sees

full down throttle, full left rudder, full left cyclic and full back cyclic. However, these may be

too high for normal flying. On high rate it is helpful to utilize fairly high exponential to make 

the stick feel soft around center. Adjust to your preference.

・ Low rate – used for typical flying. Set the end point adjustments such that full stick 

deflection offers the maximum speed required in normal flying. If conditions require higher

flight speeds, switch to high rate. On low rate it is also helpful to utilize a small amount of 

exponential to make the stick feel soft around center. Adjust to your preference.

ZENMUSE COMMAND AND CONTROL

・ We recommend the use of a dual rate switch for gimbal operation.

・ High rate – used to initialize the gimbal. The gimbal may not engage unless it sees full

motion. However, these may be too high for shooting video smoothly. This is best for still

photography so as to put the camera on target quickly. On high rate it is helpful to utilize 

fairly high exponential to make the stick feel soft around center. Adjust to your preference.

・ Low rate – used for videography. Set the end point adjustments such that full stick 

deflection offers the maximum speed required for videography. If conditions require higher 

gimbal speeds, switch to high rate. On low rate it is also helpful to utilize a small amount of 

exponential to make the stick feel soft around center. Adjust to your preference.

TIMERS

・ Use of the countdown timer is a good backup method to ensure landing with battery power.

・ Set the timer for 20 minutes (or what you deem appropriate) and have it start when the

throttle is over 1⁄4. Then adjust the timer upwards until the amount of battery used is about

80-90% of the total available. If using 20,000 mah batteries, a total of 17,000mah would be 

the target. Set the timer such that you have a minute or so to land after the alarm sounds so 

that you have adequate time to return to base. Adjust to your preference.

BATTERIES

・ Replace the transmitter standard battery with a Lipoly battery to extend use times to 8 hours.

Supplied batteries often last about 2 hours.
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Section 5:Normal Procedures and Checklists

PREFLIGHT CHECKLIST

・ Confirm all communication radios are operational

・ Radio with ATC

・ Radios with others in the group

・ Set a perimeter of 10 meters

・ Area must be clear of people to avoid collision

・ Check for overhead power lines and other obstacles to avoid

・ Check structural integrity

・ In event of prior crash, inspect all booms, props and motor mounts for excessive flex indicating

structural fatigue/failure

・ Have a manual flight plan avoiding obstacles.

・ Load auto flight plan if using one

・ Be sure that the total flight time is under 15 minutes to avoid low battery

・ Clean lens

・ Remove lens cap

・ Ensure camera has SD card installed

・ Many flights have been wasted due to this!

・ Install batteries

・ Ensure that the straps are tight and the Velcro keeps the batteries from moving which will avoid

a shift in the CG (Center of Gravity – or that it balances evenly)

・ Check CG (Center of Gravity)

・ Lift the sUAS on each of the 3 pairs of arms. The sUAS should balance properly. If not, do not fly.

Rearrange the equipment such that the CG is pointing forward.

・ IMU pointing forward

・ The Inertial Measurement Unit is set so that it must face forward

・ GPS/Compass installed, limited free play, pointing forward

・ This device must be installed with a screw to hold it in place. It cannot vibrate easily. If it does

not point forward, the corrections in ATTI and GPS mode will be incorrect and it will crash. The

FC will provide a warning with constant flashing white lights.

・ Level sUAS using a bubble level with front pointing in correct direction for course lock – do not turn

on

・ Keep in mind the best angle for pointing the landing gear in the direction that will keep the

landing gear out of the shot when flying.

・ Turn on Pilot Tx

・ If using the rate gyro, set it at the correct position. This is usually a slider switch. Gains should have

the range set from 200 – 350. Use the highest gain possible which does not cause oscillation.

・ Check Model Selection on Tx to be S1000

・ Throttle on Tx Down

・ Return to Home switch Off

・ Adjust gain to correct position (if required)

・ Manual Flight Mode Switch to manual (not ATTI or GPS mode)

・ Flight Path Switch Off – Not Course or Home or POI

・ Check Tx battery voltage (above 7.5v)

・ These settings above are required to initialize the sUAS properly. If the switches are in the

incorrect position, it will not initialize properly which may cause some of the functions like

course lock or GPS mode to not operate properly.
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・ If the sUAS does not function properly after takeoff, land immediately and disconnect the

sUAS power. Then put all the switches in the proper position for initialization and turn the 

power back on to the sUAS.

・ Count down timer should be set to 20 minutes. This can be adjusted to your flying style. The timer

should engage at 1⁄4 throttle and trigger an alarm at the proper time. This is a backup alarm in case

the indicator lights on the sUAS are not visible.

・ Turn on Photography Tx

・ Check Model Selection on Tx – should read Zenmuse

・ Check Tx battery voltage (above 7.5v)

・ HDMI switch Off

・ Freestyle switch Off (FPV On)

・ These settings above are required to initialize the Zenmuse properly. If the switches are in the

incorrect position, it will not initialize properly which may cause some of the functions like

live

video or gimbal operation to not operate properly.

・ If the camera or gimbal do not function properly, disconnect the sUAS power. Then put all the

switches in the proper position for initialization and turn the power back on to the sUAS.

・ Engage power to sUAS

・ Plug in the 2 battery packs. Typically the battery packs use red T-style connectors in a parallel

wire harness. This Y-harness has a yellow connector. It is preferable to connect the batteries

to

the Y-harness first, then plug in the yellow connector. This reduces (but does not eliminate)

electrical arcing.

・ 6 quick chirps should be heard confirming 6S LiPoly batteries are recognized by the ESCs.

・ Hearing less than 6 chirps indicates fewer cell battery packs are being recognized which is

incorrect. Check for improper or damaged batteries.

・ Do not move or vibrate the sUAS until 30 seconds after full GPS Lock

・ Initial 3 red blinks is normal meaning no GPS lock. No red flashes indicates full GPS lock.

・ Continue with checklist as you are waiting for full GPS lock, but do not move the sUAS.

・ If the GPS takes more than 5 minutes to lock, there is a problem with the area. It is not

receiving

the proper signals from the satellites. GPS signals are weak, so trees, people, buildings, 

terrain,

weather, have an effect. Move the sUAS into a more open area where it can more easily see

the satellites.

・ Check SUAS Voltage from both Tx’s (transmitters)

・ The transmitters receive a signal from the corresponding receivers. The voltages are 

regulated

to about 5v. If the voltage is below 4.4v or above 6v do not fly. There may be power 

regulation

issues. The receivers cannot work outside this voltage consistently. Also there is some

issue if the voltage is outside that range which should be resolved before flying.

・ Engage Attitude Mode – Must achieve double amber flash

・ Engage GPS Mode – Must achieve double purple flash

・ Engage course cock mode – Must achieve double green flash

・ Disengage course lock mode. Must achieve double purple flash. Stay in this mode until just prior

to

takeoff, after takeoff at any time, or do not use.
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・ Do not engage motors. Set throttle to center position. Must achieve single purple flash when in

GPS

mode.

・ To verify that the sticks are all centered properly:

・ With throttle in the center position, use the trim buttons on the transmitter to check that the

sticks are centered. Trim the roll (the stick located on the right side of the transmitter when

moved to the right and left) to the right, counting the number of clicks until a double flash

occurs. Then center the trim. Then move the trim to the left, counting the number of clicks 

until a double flash occurs. An equal number of clicks should be counted each side of center.

・ Do this check for the 3 stick movements other than throttle.

・ Center the trim such that when the stick is in the neutral position that there are equal 

numbers

of clicks in each direction. This ensures that when the sticks are neutralized that the 

flight

controller will recognize this signal and engage GPS

mode.

・ Calibrate GPS/Compass before the first flight each day or if receiving continuous red 

blinks or continuous white blinks.

・ Flip the GPS mode switch 7 times very quickly from manual to GPS. End with the switch in

the manual position. The indicator light will be blue. Rotate the sUAS about 1.5 turns in a 

horizontal

position. A green flashing light indicates that this is complete. Then hold the sUAS vertically

and rotate about 1.5 turns. A white flashing light indicates that this is complete. Repeat if 

necessary until this is completed.

・ After calibration, reset the sUAS by cycling battery with sUAS pointed in the correct heading

for course lock.

・ Engage Camera

・ HDMI switch On

・ This will stop video from playing on the back of the camera and will send the video signal to

the

video transmitter via the HDMI

connection.

・ Freestyle switch On (FPV Off)

・ This allows the camera to be operated freely through the transmitter

・ Verify camera operation

・ Operate the shutter

・ Set the focus to auto or manual. Manual setting is usually set to infinity to stop constant

focusing of the

camera.

・ Verify data link if installed

・ Roll the sUAS about 45 degrees on its side by lifting one side of the sUAS and resting one side

of

the landing gear on the

ground

・ A corresponding roll should be seen on the gauge.

・ If the sUAS is rolled to the right, it will appear on the gauge that the horizon rolls to the left –

not the right because the view from inside the sUAS is that the horizon rolls the

opposite

direction of the 
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sUAS.

・ Verify altitude is about 0 via gauge on screen

・ If it is not about 0, the altitude settings for the waypoints will be off by this amount. This 

could

cause the sUAS to fly at 10 meters or 30 meters if the waypoint is set for 20 meters and

the

altitude is off by 10 meters one way or another. If the sUAS thinks it is at 10 meters when it is

on the ground, then it will only rise 10 meters above the ground to achieve what it believes it

to be

20 meters above the 

ground.

・ The altitude can be reset using the ground control software by going to altitude offset.

・ Alternate Emergency Landing Sites Established
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NORMAL TAKEOFF

・ Confirm clear for takeoff with ATC

・ Necessary if within 5 miles of an airport

・ ATC clearance is required days or weeks before flying.

・ Engage GPS mode – Double purple flash when the throttle is down.

・ Switch to Course Lock flight mode if required. Purple flashes are replaced with green flashes.

Flying

in course lock is not required, but helpful in many instances.

・ Announce loudly: “CLEAR PROP”

・ Move both of the sticks to the bottom left corners to engage the motors. Within 1 second move

the

throttle up 1/8 – 1/4. The sUAS should not lift off until about 1⁄2 stick is reached.

・ Verify data and video links before lifting off. If anything is not working properly, move the

throttle stick to low to disengage the motors and determine a solution.

・ If all flight checks are passed, announce loudly: “TAKING OFF”

・ Advance throttle to about 3/4. SUAS must jump off of the ground to avoid one skid coming up

before the other skid, and the skid on the ground getting caught and flipping the sUAS over

sideways.

・ Ascend to 3 meters. Then decrease throttle to 1⁄2 to engage the GPS hold.

・ Verify links, GPS, Attitude, etc. Should be single purple flash.

・ Verify that the sUAS is holding position within .5m in all directions.

・ Verify camera operation

・ Verify course lock is operational by rotating 90 degrees and pushing forward on stick.

・ Verify sUAS stability. If unstable, land and reset gains, recalibrate, or retest as necessary.

・ Proceed with manual mission or autopilot operation

・ Manual pilot/observer must monitor the informational LED and be ready to take over in manual

mode when necessary.

・ White flashes indicates flight controller issue

・ Amber flashes indicates low battery

・ Red flashes indicate loss of GPS or severe battery condition

・ Quick decisions are required when red flashes are indicated

・ 10 seconds or more of loss of GPS signal will stop waypoint guidance and any GPS hold

and

put into manual

mode.

・ Red indicator light battery warning requires immediate landing

・ Manual pilot to request sUAS flight battery voltage readout from Camera Operator (CO)

periodically.

・ Reset the first and second indicator lights as required for your set up.

・ When recharging the batteries, the goal is to put 17,000 mah into a 20,000 mah battery pack.

Adjust the voltage warnings to your style of flying.

・ Also use the countdown timer on the transmitter. This gives a good indication of battery

level because the current used is fairly constant from flight to flight.
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POST LANDING

・ Note flight time from transmitter. Write this down in the log book.

・ Note battery power used during the flight. Write this down in the log book.

・ ALWAYS disconnect the main power to the SUAS first, then turn off the transmitter.

・ Check motor temperatures by touching them with your fingers. Any motors which are excessively

hot should be further inspected and possibly replaced.

・ Check battery temperatures by touching them with your fingers. Battery temperatures should

not be hot to the touch. Battery temperatures should be slightly above ambient.

・ Inspect all components especially the propellers for wear.

・ Note in logbook which batteries were used to calculate life cycle.

AIRCRAFT FLIGHT LOG BOOK

・ Keep a log of all flights.

・ Date

・ Time of Day

・ Time in Operation (in hours)

・ Battery serial numbers

・ Mah used in flight

・ Location

・ Pilot, Observer, Sensor Operator Names

・ Flight Objective

・ Remarks

AIRCRAFT MAINTENANCE LOG BOOK

・ Keep a log of significant inspections, tests, repairs, alterations, equipment changes.

・ Date maintenance is performed

・ Accumulated hours of operation

・ Remarks

・ PILOT LOG BOOK

・ Keep a log of all flights. Include the following:

・ Aircraft flown

・ Aircraft serial number

・ Date

・ Time of Day

・ Time in Operation (in hours)

・ Location

・ Flight Objective

・ Remarks
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Section 6: Performance

FLIGHT TIMES

・ The sUAS is designed to hover at high efficiency. Hovering is much less efficient than flying on a

wing, thus flight times are low compared to fixed wing aircraft.

・ All the weight of the SUAS is supported by power from the batteries. As the batteries are used in a 

flight, the amount of power available decreases. Therefore the power reserve is constantly 

decreasing as the battery is being used. Thus loading a rotorcraft above its limit is not 

recommended. While the SUAS may have enough power to lift off initially on a full charge, the 

power reserve at partial charge may be too low to allow for maneuvering and will result in a crash.

・ High lateral speeds will add lift to slightly improve efficiency. The rotors act similar to fixed wings at 

higher speeds. This increase in efficiency may be negated by the increased power consumption of

forward flight.

・ High winds or gusts decrease efficiency/flight time. The motors work harder to hold position.

・ As weight increases flight times decrease.

WIRELESS TRANSMISSION

・ Refer to the specific manuals for performance ratings.

・ Wireless communications utilized provide acceptable communication for LOS.

・ In general:

・ LOS is required

・ The higher the GCS antennas, the better the range

・ Any frequency may have severe degradation due to location to other admitters such as cell

towers

・ RSSI (Received Signal Strength Indication) should be monitored for indication of 

communication drop out.
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Section 7:Weight and Balance Equipment List

CENTER OF GRAVITY (CG)

・ CG is critical to the efficient operation of any sUAS

・ When components are shifted, the CG will be altered.

・ The main components which are moved on a regular basis are the sensors and the batteries.

・ The sensors are typically in the front of the sUAS, and the batteries are located in the correct

position to offset all the components on the sUAS.

・ The CG must be tested after any change to the components or their placement.

・ The CG should be tested by lifting the UV with fingers on the bottom of the arms. Check all 3 pairs of

arms. The CG should be no more than 2mm off in any on the 3 checks. The closer the CG is to the

centerlines of the arms the more efficient and the more stable the sUAS will be.

WEIGHT

・ Weight is critical to the operation of any aircraft

・ Weight is especially critical to a rotor wing aircraft. At full throttle the motors have a finite amount 

of thrust. All the weight is lifted by the battery power, there is no wing to assist in providing lift.

・ As the batteries are operated, they lose power. At full charge they have about 25v. At 20% 

remaining capacity they have about 21v. This is a loss of 8% of the power available which is 

significant.

・ Do not overload the aircraft or there will not be sufficient reserve power to maneuver at low battery 

levels.
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Section 8:sUAS and Systems Description

BATTERY REQUIRED

・ Manufacturers: Various COTS suppliers.

・ Refer to manufacturer data sheet.

・ Battery chemistry required: Lithium Polymer

・ Battery Capacity: 21,000 mah (minimum)

・ Battery cell count required: 6S (6 cells in series)

・ Battery Voltage: 21V minimum at hover, 22.2V nominal, 25.2V maximum

・ Battery Minimum Rated Discharge Rate: 20C minimum

・ Batteries used simultaneously: 1-4 typical

・ Recommended Battery Discharge Amount: 80-90%

WIRELESS COMMUNICATIONS

・ Batteries used simultaneously: 1-4 typical

・ Recommended Battery Discharge Amount: 80-90%

・ Refer to the specific manuals for performance ratings.

・ Never power a video transmitter or receiver without an antenna connected or overload failure will

occur.

・ Wireless communications utilized provide acceptable communication for LOS.

・ In general:

・ LOS is required.

・ Lower frequencies penetrate objects such as trees better than higher frequencies.

・ Lower frequencies have longer range than high frequencies

・ Higher frequencies can transfer more data than lower frequencies

・ Higher frequencies use smaller/shorter antennas

・ The higher the GCS antennas, the better the range and reception

・ Any frequency may have severe degradation due to location to other admitters such as cell

towers

・ Range must be constantly monitored.

・ Alternate antenna types may be utilized to improve link/range. Patch, helical, omni, etc. can

be substituted. They must be verified before use.

・ Alternate frequencies may be utilized to improve link/range.
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Section 9:Handling, Service andMaintenance

PROPELLER CARE

・ Propellers must be checked each flight for nicks or cracks

・ Propellers are designed to last indefinitely if they do not impact dust, dirt or more.

BATTERY CARE AND USE

・ Refer to instruction sheet included from the battery manufacturer. Typical information follows.

・ Batteries are highly flammable and can explode, especially when fully charged. Improper charging,

vibration, impact, high discharge, etc. can lead to explosion and fire. Batteries must be charged

under constant supervision and using proper precautions.

・ Batteries fully charged must be handled with extreme care.

・ Any battery which puffs up is considered damaged and must not be used. It is in a dangerous state.

Never charge a puffed up battery.

・ Any battery which holds less than 80% of its rated capacity should be discarded.

・ Cycle test each battery after every 50 cycles or if a battery is suspected to have lost as significant

amount of its capacity to determine the current capacity.

・ Properly dispose of batteries. First discharge the battery fully using a battery cycler. Bring to a 

recycler.

・ Always charge flight batteries under “balance” mode.

・ Flight Battery Recommended Charge Rate: 1C which takes approximately 1 hour to charge

・ Flight Battery Maximum Charge Rate: May exceed 5C. Charge rates higher than 1C will decrease life

cycles. Maximum charge rating per the manufacturer will provide 300+ cycles.

・ Use the lowest charge rate which is practical.

・ Battery Rest Time between discharging and charging: 30 minutes minimum, 1 hour maximum.

・ Do not charge if the battery is more than 2°C warmer than ambient, especially if the temperature is

above 20°C. The outer surface is cooler than the inner core after use. Damage will occur when

charging a warm battery.

・ Recommended Battery Discharge Amount: 80%. Using more of the capacity of the battery will 

decrease the life cycles

・ As battery temperature approaches freezing the capacity of Lithium Polymer batteries decrease.

Keep warmer than 5°C before installing into the UV (unmanned vehicle).

・ Battery capacity decreases at higher discharge rates. Using more batteries decreases the discharge 

rate of each battery thereby extending individual battery capacity slightly.

・ Lower discharge rates improve the life cycles.

・ Batteries are rated at greater than 300 life cycles. 1,000+ life cycles are possible.

・ Batteries must not be stored above 60% charged state for extended periods.

・ Batteries should be stored below 25°C for extended periods

・ Store batteries between 40% - 60% charged state. Fully charge just before use.

・ Fully charged batteries which are not to be used within 24 hours should be discharged to 40% 60%

charged state using the battery discharger.

・ Using more than one battery at a time requires the proper wiring harness so that the voltage is no 

more than 25.2V. Over voltage will cause serious damage to electrical equipment.
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PREVENTATIVE MAINTENANCE

・ ANNUAL INSPECTION (SUGGESTED)

・ An approved technician should disassemble the SUAS and inspect all components for wear

and replace any components as required.

・ Test all batteries for capacity.

・ Upgrade firmware and software to latest revisions

・ 500 HOUR PM (SUGGESTED)

・ The approved STAR Laboratory technician should disassemble the sUAS and inspect all

components for wear and replace any components as required.

・ Replace all 8 motors.

・ Test all batteries for capacity.

・ Upgrade firmware and software to latest revisions.
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Section 10: Supplements

COTS components have been utilized in the construction of this SUAS. All instruction manuals, operating 

handbooks, warning notices, and more are available as separate documents. Components which may 

have separate documentation follow. Links to these documents are available online. All AAS sUAS pilots

will print out the significant documents and keep in a notebook with the sUAS at all times.

AIRFRAME 

AUTOPILOT SYSTEM 

BATTERIES

BATTERY CHARGER 

CAMERA MANUAL 

CAMERA GCS

DATA WIRELESS LINK

GIMBAL CAMERA MOUNT

GIMBAL CAMERA MOUNT SERVOS 

LAPTOP COMPUTER

MOTORS

ONBOARD REGULATOR 

PROPELLERS

RC/MANUAL COMMAND & CONTROL SYSTEM

SPEED CONTROLS (ESCs) 

VIDEO CAPTURE HARDWARE 

VIDEO CAPTURE SOFTWARE 

VIDEO WIRELESS LINK