A dam J. Bausch

Page 1 of 16 April 22 , 2015

U.S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590

Adam J. Bausch Petition for Exemption to Operate Unmanned Aircraft Systems for Aerial Photography, Filming and Scientific Data collection

FAA Regulatory Docket

Re: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations from: 14 CFR 21; 14 CFR 45.23(b); 14 CFR 61.113(a) & (b) ; 14 CFR 91.7(a); 14 CFR 91.9(b)(2); 14 CFR 91.103;14 CFR 91.109; 14 CFR 91.119; 14 CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203 (a) & (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) ; 14 CFR 91.409 (a)(2); 14 CFR 91.417(a) & (b)

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. Part 11, A dam J. Bausch , seeks an exemption from Federal Aviation Regulations (“FARs”) to allow commercial operation of an sUAS, so long as such ope rations are conducted
within and under the conditions outlined herein or as m a y be established by the FAA as required by Section 333.
Adam J. Bausch provides hig h quality imagery and data that can be used independently or in the case of surveying and mo delling, can be combined to produce precision digital point clouds, triangle models, and contour maps of the surveyed area. Applications for these sUAS include assistance to law enforcement agencies for criminal investigation, traffic accident

reconstruct ion and tactical support, emergency services eme rgency site management in cases of natural and manmade disasters as well as search and rescue, environmental monitoring,
wildlif e monitoring and enforcement, inspection of sensitive infrastructure including o il and gas pipelines, flare stacks, power lines, communications towers, wind turbines, and surveying tasks such as precision agriculture, mining, transportation, and fore stry. Use of Mr. Bausch for these emergency services, inspection and surveying applications reduces the need to operate conventional aircraft, providing data more safely, quickly, accurately, economically, and with
reduced environmental impacts

.Adam J. Bausch

Page 2 of 16 Based on the small size of Petitioner’s UAS, the qualifications and experience of Mr. Bausch

, and the restricted, sterile environment within which M r. Bausch will operate, the requested exemptions fall squarely within the zone of safety envisioned by Congress and set forth in Section 333. Additionally, the enhanced safety achieved by replacing significantly larger manned aircraft carrying crew and flammable fuel with small UAS carrying no passengers or crew and operated under the specific guidelines and procedures proposed by Petitioner gives the FAA go od cause to find that the UAS operations enabled by the instant Petition are in the public interest. Thus, the requested exemptions should be granted.

The requested exemption would permit A dam J. Bausch to pursue his current interests in providing serv ices via small UAS in the following areas list below and in the public interest
statement above : 1. Aerial photography and/or video for public and/or private use including real estate, architecture, land surveying, engineering, precision agriculture and colle ction of scientific data in support of research, conservation and humanitarian concerns

. 2. Aerial inspection/photography of residential/commercial structures under contract with the owners or local government authority.

3. Aerial video/photography or providing live video feed to assist with search and rescue operations in cases of an emergency or natural disaster only when the local authorities or government has requested it by contract or donation.

4. The ability to offer tra ining on the technological and methodological aspects of aerial data capture to individuals from public or private or g anizations . This does not encompass train ing in the use of the sUAV’s or certification of UAV operators but on the applications surroundi ng sensor configurations and mapping methods

.

M r. Bausch states that all sUAS flights will occur over private or controlled access property will do so with the property owner's prior consent and knowledge

. O nly persons who have consented or otherwise agreed to be in the area where photography and videography will take place will be captured.

The name and address of the applicant is:
Adam J. Bausch

3 649 East Lake Drive

L and O Lakes FL, 34639
Phone: ( 8 13)545

- 7195
Email: a dam.bausch@gmail.comA dam J. Bausch

Page 3 of 16 Regulations from which the exemption is requested: 14 CFR Part 21; 14 CFR 45.23 (b) ; 14 CFR 61.113(a) & (b); 14 CFR 61.133 (a); 14 CFR 91.7 (a ); 14 CFR 91.9 (b) (2) ; 14 CFR 91.103 ; 14 CFR 91.109;
14 CFR 91.119 ; 14 CFR 91.121
14 CFR 91.151 (a); 14 CFR 91.203 ( a) & (b); 14 CFR 91.405 (a); 14 CFR 91.407 (a) (1) ; 14 CFR 91.409 (a) (2) ; 14 CFR 91.417 (a) & (b) ;

Section 333: Statutory Authority Section 333, titled “Special Rules for Certain Unmanned Aircraft Systems,”provides a mechanis m for seeking expedited FAA authorization of safe civil UAS operations in the National Airspace System (“NAS”). Section 333(a) states that the FAA “shall determine if certain unmanned aircraft systems may operate safely in the national airspace system befo re completion of the [comprehensive] plan and rulemaking required by section 332(b)(1) of this Act or the guidance required by section 334 of this Act.” In Section 332(b)(1), Congress made it clear that Section 333 provides a mechanism for “expedited opera tional authorization.” The FAA has committed to complying with this mandate by granting several petitions almost identical to the one at hand. See, e.g., Exemption No. 11062, Regulatory Docket No. FAA

- 2014

- 0352 (granting regulatory exemptions to Astraeus A erial for operation of unmanned aircraft systems for the purpose of filming for the motion picture and television industry). Section 333(b) identifies several factors that the FAA should consider in determining whether commercial UAS operations should be approved. These include UAS that, “as a result of their size, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight do not create a hazard to users of the [NAS] or the public or pose a threat to national security.” See Section 333(b).

Section 44701(f) In addition to the specific authority conferred by Section 333, the FAA Administrator has general authority to grant exemptions from the FAA’s safety regulations and minimum standards when
the Administrator decides a requested exemption is in the public interest. See U.S.C. § 44701(f).Adam J. Bausch

Page 4 of 16 The sUAS’s proposed for use in this exemption request will be both fixed wing and multi

- rotor craft , including models: 3DRobotics Aero

- M and Y6; Zeta Sci ence FX

- 79; and DJI S1000+. These
craft weig h no more than 55lbs. including payload. Under normal conditions they operate at speeds of no more than 100 Mph or 87 Knots. They will operate in line of sight only and only by a qualified operator obeying all other local and federal laws and terms of this exemption

.

The sUAS’s will be operated in the field with both a Pilot in Command (PIC) and a ground

- based Visual Observer (VO) in accordance with FAA Policy N 8900.227 Section 14 "Operational Requirements for UAS" with the following additional restrictions:

 All operations will occur at no more than 400 ft AGL

. Altitude reported in feet Above
Ground Level

.

 Operations will be conducted over private property with th e permission of the land owner

 All required permits will be obtained from state and loca l government prior to o peration

 The aircraft will not be operated over urban or populated areas

 The aircraft will not be operated at air shows or over an open

- air assembly of people

 The aircraft will not be operated over heavily trafficked roads

 The aircraft will not be op erated within 5 NM of an airport or heliport

 Operations will be limited to day, visual meteorological conditions

 Aircraft will remain within Visual Line of Sight at no greater than 1 NM of the PIC at all time s

 While the aircraft is airborne, the VO will be positioned w ithin voice distance to the PIC the best

 All Flight operations will be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless: a) Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event o f an accident. The operator will ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons; and b) The owner/controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard

Mr. Bausch, as the P ilot in Command (PIC) during commercial operations described herein

, will
hold at minimum a FAA Sport Pilot certificate and hold a current and valid U.S. driver’s license as evidence of medical eligibility or a third class airme n’s medical certificate. Mr. Ba usch will have a sound understanding of FARs, pre

- flight inspections, maintenan ce and repair, operations within airspace, as well as being t rained to high safety standards

.A dam J. Bausch

Page 5 of 16 Currently, there are no standards for either private or commercial UAS pilot certificates, knowledge of airspace regulations acquired from F AA sport pilot writ ten(knowledge test) and practical (flight test) courses and dexterity in the control and operation of the UAS acquired from actual operation of the aircraft will be the most important factors in establishing an equivalent level of safety. According to the FAA, “the FAA considers the overriding safety factor for the limited operations proposed by the petitioner to be the airmanship skills acquired through UAS

- specific flight cycles, flight time, and specific make and model experience, culminating in verifica tion through testing.” See Exemption No. 11062, Regulatory Docket No. FAA

- 2014

- 0352, at p. 18. With those factors in mind,
M r. Bausch shall be required to meet several conditions and limitations as outlined in the flight operations manual

, including the following:

 Adam J. Bausch will have accumulated and logged a minimum of 200 flight cycles and 25 hours of total time as a UAS pilot and at least 10 hours logged as a UAS pilot with a similar UAS type (single blade or multirotor).

 A dam J. Bausch wi ll have accumulated and logged a minimum of five hours of flight time with the specific make and model of the UAS to be utilized for operations under the exemption and three take

- offs and landings in the preceding 90 days.

I submit that the combination of the aircraft's light weight, flight performance, fully qualified flight crew and strict operation under the guidelines established in 8900.227, the FAA can have
confidence that Mr. Bausch will have an equivalent or greater level of safety of manned aircraft performing the same mission.

I am prepared to modify or amend any part of this request to satisfy the need for an equivalent level of safety. We look forward to working with your office. Please contact us at any time if you require additional information or clarification.

Sincerely,

Adam J. Bausch

Appendices:

A. Exemption Request and Equivalent Level of Safety
B. Small Unmanned Aerial System (sUAS’s) Descriptions
C. sUAS User ManualsAdam J. Bausch

Page 6 of 16 APPENDIX A

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

Adam J. Bausch requests an exemption from the following regulations as well as any additional regulations that may technically apply to the operation of the sUAS’s described herein:

14 CFR Part 21, Subpart H: Airworthiness Certificates Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of airworthiness certificates as required by FAR §91.203 (a) (1). Given the size and limited operating area associated with the aircraft to be utilized by the Applicant, a n exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt ai rcraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the particular sUAS’s. In all cases, an analysis of
these criteria demonst rates that the sUAS’s operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The sUAS ’s to be operated here are less than 55 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusivel y within a secured and designated area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by both the operator and under the requirements and in compliance with local public safety requirements. These saf ety enhancements provide a greater degree of safety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the sUAS ’s , due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry a
substantial external load.

14 CFR 91.2 03(a) & (b) Civil ai rcraft: Certifications required The regulation provides that an airworthiness certificate, with the registration number assigned to the aircraft and a registration certificate must be aboard the aircraft. Additionally, subparagraph (b) provides that the airworthiness certificate be "displayed at the cabin or cockpit entrance so that it is legible to passengers or crew." The sUAS’s described herein are too small to carry documentation, does not have an entrance, and is not capable of ca rryingA dam J. Bausch

Page 7 of 16 passengers or crew. To obtain an equivalent level of safety and meet the intent of 91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be co

- located with the crew at the ground control station and available for in spection upon request. In orde r to identify the aircraft, we propose that the information found on airworthiness and registration certificates be permanently affixed to the aircraft via placard:

Manufacturer: Name and Manufacturer of sUAS

Model: Model Number

Registered to:
Adam J. Bausch

3 649 East Lake Drive Land O Lakes FL, 34639

If found please contact: ( 8 13)545

- 7195

14 CFR 45.23 (b) Marking of the Aircraft These regulations provide that each aircraft must display "N" and the aircraft's registration number in letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in letters at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. The sUAS’s described herein do not have an entrance in which the word

“ EXPERIMENTAL" can be placed, and may not have a registration number assigned to it by the

FAA.

We propose to achieve an equivalent level of safe ty by including the word "EXPERIMENTAL" on the top of the aircraft, where the PIC, VO and others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. Additionally, we feel that the permanent placard discuss ed in the previous paragraph will provide the aircraft's registration information should it be found on the ground. Finally, we will display at the ground station a high contrast flag or banner that contains the words "Unmanned Aircraft Ground Station" in letters 3 inches high or greater. Since the aircraft will operate within 1 NM of the ground station, the banner should be visible to anyone that observes the aircraft and chooses to investigate its point of origin.

14 C.F.R. 91.7(a ): Civil Aircraft Airworthiness The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition. As there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness.Adam J. Bausch

Page 8 of 16 Given the size of the aircraft for maintenance and use of safety checklists prior to each flight an equivalent level of safety will be provided.

14 CFR 91.9 (b) (2) C ivil Aircraft Flight Manual in the Aircraft
This regulation provides that no person may operate an aircraft unless a current, approved flight manual is in the aircraft. We assume that the intent of this requirement is to ensure that flight manual information is available to the aircrew while operating t he aircraft. We request an exemption to this requirement since the aircraft is not only too small to carry documentation,
the documentation would not be available to the crew. To obtain an equivalent level of safety and meet the intent of 91.9, we pro pose that a current, approved Flight Manual for each of the sUAS’s described herein must b e available to the crew at
the ground station anytime the aircraft is in or preparing for flight. See Appendix C

.

14 CFR 61.113 (a) & (b) Private pilot privileges an d limitations: Pilot in Command The regulation provides that no person that holds a private pilot certificate may act as pilot in command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as pilot in command of an a ircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. Our proposed operations meet the requirements of 8900.227 paragraph 16 (c) (2) (c) "Operations without a pilot certificate" in which the PIC is required to complete "FAA Sport pilot ground instruction" and pass "the FAA Sport Pilot written examination." Since there are currently no means available f or the pilot of a UAS to gain the experience in an equivalent category and class in order to apply for a commercial pilot's license, Mr. B ausch propose s to generate an equivalent level of safety by completing , at a minimum, FAA Sport pilot gro und instruction and pass the FAA Sport Pilot written and practical examination in addition to completing all sUAS pilot requirements set forth in the Petition for Exemption above. Since the aircraft cannot carry passengers or property, we feel we meet th e intent of 61.113 Subparagraph (b) even though the intent of this application is to conduct a business.

14 CFR 91.109 Flight i nstruction Section 91.103 provides that no person may operate a civil aircraft (except a manned free balloon) that is bein g used for flight instruction unless that aircraft has fully functioning dual
controls. s UAS’s and remotely piloted aircraft, by their design do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number of aircraft and for flight instruction in experimental aircraft. See Exemption Nos.5778K & 9862 A.A dam J. Bausch

Page 9 of 16 The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the size and speed of the aircraft.

14 CFR 91.119 M inimum safe altitudes The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a maximum of 400 feet AGL, Mr. Bausch cannot comply with this req uirement. To provide an equivalent level of safety Mr. Bausch will only fly over private property with the permission of the land owner. The land owner will be briefed of the expected route of flight and the associated risks to persons and property on the ground . We maintain that due to the
small size of the sUAS’s described herein , the hazard to persons, vessels, vehicles, and structures is not comparable to manned aircraft and should be considered in granting the exemption.
Consideration about risks related t o ground impacts. The sUAS’s described herein will not be operated over congested areas nor over any open air assembly of persons. In t he event of power unit failure and operati ng at 400 feet altitude, Mr. Bausch as PIC will be able to condu ct an emergency landing without undue hazard to persons or property on the ground.

14 CFR 91.121 Altimeter settings The regulation provides that aircraft shall maintain cruising altitudes by reference to an altimeter setting available within 100 nautical miles of the aircraft. The aircraft will fly below 400 feet AGL and will not need to maintain hemispherical cruising altitudes in order to de

conflict with other aircraft. As such, an appropriate altimeter measurement presented to the pilot should be Above Ground Level and should be based on the barometric pressure at the point of launch. To provide an equivalent leve l of safety, the sUAS’s described herein AGL
altimeter (s) will be set to zero on the ground prior to every flight. Since the average flight will
be 8

- 60 minutes, even rapid changes in barometric pressure will have limited effect on the safety of the fligh t.

14 C.F.R. § 91.103: Preflight action Seeks an exemption from 14 CFR 91.103, which requires a PIC to become familiar with specific information before each flight, including information contains in the FAA

- approved Flight
Manual on board the aircraft. W hile the PIC will be familiar with all of the information necessary to safely conduct the flight, an exemption is requested to the extent that an FAA

approved Flight Manual is required.

14 CFR 91.151 (a) Fuel requiremen ts for flight in VFR conditions

Sec tion 91.151 (a) prohibits an individual from beginning “a flight in an airplane underAdam J. Bausch

Page 10 of 16 VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing, and, assuming normal cruising speed

– (1) During the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45
minutes.” The battery powering the sUAS provides approximately 40 minutes of powered flight.

To meet the 30

- minute reserve requiremen t in 14 CFR 91.151, sUAS flights would be limited to approximately 10 minutes in length. Given the limitations on the UAS’s proposed flight area and the location of its proposed operations within a predetermined area, a longer time frame for flight in dayl ight or night VFR conditions is reasonable.
Adam J. Bausch 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 UAS, in a tightly 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 of the small UAS. Additionally, limiting sUAS flights to 10 minutes would greatly reduce the utility for which the exemption will be granted.

M r. Bausch believes that an equivalen t level of safety can be achieved by limiting flights to 30 minutes or 25% of battery power

, 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. S imilar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808.

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

– Maintenan ce Inspections These regulations require that an aircraft operator or owner “shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter...,” and others shall inspect or maintain the aircraft in compliance with Part 43. Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, these sections will not apply to the applicant. The operator pursuant to the flight man ual and operating handbook will accomplish maintenance. An equivalent level of safety will be achieved because these small UASs are very limited in size and will carry a small payload and operate only in restricted areas for limited periods of time. If mec hanical issues arise the UAS can land immediately and will be operating from no higher than 400 feet AGL. As provided in the Manual, the operator will ensure that the UAS is in working order prior to initiating flight, perform required maintenance, and kee p 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.A dam J. Bausch

Page 11 of 16 APPENDIX B

sUAS DESCRIPTION S

A dam J. Bausch r equests the sUAS’s to be used are as follows but not limited to providing they are within the scope of the exemption granted by the FAA

. Mr. Bausch may update or revise
its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon
request. M r. Bausch must also present updated and revised documents if it petitions for
extension or amendment to this grant of exem ption. If M r. Bau sch determines that any update

or revision would affect the basis upon which the FAA granted this exemption, then Mr. Bausch must petition for an amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS

- 80) may be con tacted if questions arise regarding updates or revisions to the operating
documents.

Fixed Win g sUAS’s:
3D Robotics Aero

- M Specifications:

 Wing Span: 7 4 inches/1900 mm

 Length: 51 inches / 1300 mm

 Cruise Speed: 25 mph / 40km/hr

 Max Speed: 62 mph / 100 km/hr

 Stall Speed: 9 mph / 15 km/hr

 Autonomous capabilities : Auto

- Return to Home if lost communications or lost data link;

Auto

- Loiter, Auto

- Landing, Emergency Auto

- Landing if Low Power Emergency

 Maximum Range: 6+ miles / 10+ km

 Maximum Ta ke

- off Weight: 7.7 lbs. / 3500 grams

 Maximum Wind Speed: 25 mph

 Normal Flight Time: 40 minutes hours; 4S 6000 mAh 35C LiPo

 Payload: 1. 1 lbs.

Zeta Science FX79 Specifications:

 Wing Span: 79 inches/2000 mm

 Length: 33.93 inches / 862 mm

 Cruise Speed: 25 mph / 40km/hr

 Max Speed: 50 mph / 80 km/hr

 Stall Speed: 12 mph / 19 km/hr

 Autonomous capabilities : Auto

- Return to Home if lost communications or lost data link;

Auto

- Loiter, Auto

- Landing, Emergency Auto

- Landing if Low Power Emergency

 M aximum Range: 6+ miles / 10+ km

 Aircraft Weight w/ battery: 9.7 lbs. / 4535 gramsAdam J. Bausch

Page 12 of 16  Payload: 1.5 lbs.

 Maximum Take

- off Weight: 11.2 lbs. / 5080 grams

 Maximum Wind Speed: 40 mph

 Normal Flight Time: 1 hour; 4S 6000 mAh 35C LiPo

Muti

- Rotor sUAS’s:

3D Robotics Y6 :

 Width: 13.7 in/ 348 mm

 Length: 20.1 in/ 511 mm

 Height: 11.8 in/300 mm

 Cruise Speed: 2 2 mph / 36 km/hr

 Approx. Max Air Speed: 30 mph / 50 km/hr

 Minimum Airspeed : 0 mph / 0 km/hr

 Maximum Range: 0.5 miles / 0.8 km

 Multi

- Rotor Weight w/ battery : 4 .7 lbs. / 2120 g

 Payload Capacity: 1.1 lbs/ 500g

 Maximum Take

- off W ei ght: 5.8 lbs./2630 g

 Autonomous capabilities : Auto

- Return to Home if lost communications or lost data link;

Auto

- Loiter, Auto

- Landing, Emergency Auto

- Landing if Low Power Emergency

 Maximum Wind Speed: 3 0 mph

 Normal Flight Time: 15 minutes; Max payload: 8 minutes hours; various battery configurations available

DJI S 1 00 + :

 Width: 41 in / 1045 mm

 Length: 41 in / 1045 mm

 Top Diameter: 13 in/338mm

 Height: 24 in/ 609 mm

 Cruise Speed: 2 2 mph / 36 km/hr

 Approx. Max Air Speed: 30 mph / 50 km/hr

 Minimum Airspeed: 0 mph / 0 km/hr

 Maximum Range: 1+ miles / 1.6+ km

 Multi

- Rotor Weight w/ battery: 11.5 lbs. / 5200 grams

 Payload Capacity: 12.5 lbs/5660 g

 Maximum Take

- off W ei ght: 24 lbs/11000g

 Autonomous capabilities : Auto

- Return to Home if lost communications or lost data link;

Auto

- Loiter, Auto

- Landing, Emergency Auto

- Landing if Low Power Emergency

 Normal Flight Time: 15 mins ; 6S 15,000mAh LiPoA dam J. Bausch

Page 13 of 16 Power Source: Lithium polymer or Lithium ion batteries. Charging of batteries can be completed via: standard wall outlet, direct connection to vehicle battery, or via the vehicle’s cigarette lighter.

Propulsion System:
The sUAS’s described herein are powered by electric direct drive brushless DC motors.

Autonomous Flight: The key element of the sUAS’s described herein is the system’s autopilot which automatically compensates for wind versus relying on the operator’s sense of feel for what the impact of the wind is at launch or at the altitude the system is flying. All flight operations are GPS and autopilot controlled making the system extremely easy to operate and navigate. The autopilot serves in a “cruise control” like manner limiting the operator from placing any the sUAS’s
described herein in an unusual attitude while maintaining desired altitude. At any point i f the signal between the Ground Control Station (GCS) and the aircraft is lost, the aircraft will return to the designated home station and loiter or land as preprogrammed.

Landing styles/types

– Aided or Autonomous :

 In “ Aided ” landing mode the autopilot continues to assist the pilot in maintaining altitude and stability as the pilot controls the fixed wing sUAS to the desired landing
location.

 In “ Autonomous ” Landing mode without human intervention, the fixed wing sUAS autopilot can land the aircraft consistently within a narrow and limited landing area, even in crosswinds. The autopilot in telligently manages the landing pattern and glideslope to minimize overshoot or undershoot. If signal is lost a nd cannot be reestablished for some reason, the auto pilot will initially retur n to home location and
loiter.

Onboard Flight Instruments : The sUAS’s described herein are equipped with an Inertial Navigation System (3axis gyroscope, 3axis magnetometer, GPS receiver, and static pressure sensor and secure ra dio link to the operator).

Onboard Computer Systems:
The sUAS’s described herein are equipped with onboard computer systems to monitor, control, and communicate the essential fight status to the PIC and VO.

Frequency Allocations : 9 15 MHz, 2.4 GHz OR 5.8 GHzAdam J. Bausch

Page 14 of 16 Navigation System : Specific maps can be downloaded to the display screen (such as air sectional and geographic maps) which are overlaid with GPS positional data. Waypoints can be created before and during flight operations, thus creating specific locations and flight sequenc es for the aircraft. During flight waypoints can be clicked and dragged to change their location and/or altitude.

Command and Control Systems: All missions will be flown in using a handheld radio transmitter in conjunction with ground
control station (GSC ) computers providing PIC and VO all of the essential flight data via telemetry from the sUAS at least once per second.

GCS Data Displayed:

 sUAS Barometric Altitude

 sUAS Bearing

 sUAS Heading

 sUAS Ground Speed

 sUAS Climb Rate

 sUAS Flight Time

 sUAS Data Lin k Quality

 sUAS Position

 GPS Number of Satellites

 sUAS Battery Level

 Altitude

 Local Time

 Direction to Home

 Active Flight Mode

 sUAS Status

 Pitch/Roll/Yaw Horizon

Emergency Procedures and System Failures :

 Sensor Failure

- Failure of onboard flight instruments/sensors will degrade the UAS performance and will result in either a fatal critical response or a non

- fatal critical response, depending on the nature and severity. If the UAS becomes unstable due to sensor failure, this may result in loss of

p erformance or features but still allow for stable Pilot in Command flight, an automated landing or in extreme cases a fatal response.

 Motor Failure

- This will cause a fatal response in the UAS flight performance if one or more motors fails.

 Airframe Failur e
- Depending on the nature and severity, this may result in decreased flight performance or a fatal response.

 Navigation System Failure

- In a navigation system failure, degraded GPS will result in a response warning to the pilot where

- by the system would b e flown in manual mode. This will result in degraded GPS position performance, manual Pilot in Command flight will not be effected.A dam J. Bausch

Page 15 of 16  Power Failure

- A complete battery failure which results in power loss to the UAS will result in a fatal

response.

 Low Batter y Condition

- Operator will be alerted of a low battery condition and will land the

 UAS as soon as able.

 Critical Battery Condition

- Operator will be alerted of a Critical low battery condition and will land the UAS as soon as able, the UAS will begin to descend at a controlled rate.

 Line of Sight Loss

- All flight operations will be conducted with the UAS within visual sight of the pilot. If the pilot's view becomes obstructed and line of sight is lost, the pilot may instruct the

 UAS to hover in place until line of sight is re

- established, to return to the takeoff position, or to land at the current position.

 Security

- The system and communication links are encrypted by the manufacturer's proprietary software.Adam J. Bausch

Page 16 of 16 Appendix C

sUAS User Manuals

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