June 14, 2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

-··--" 

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

Aviation Regulations from 14 C.F.R. 45.23(b);14 CFR Part 21 ;14 CFR 61.113 (a) & (b); 91.7 

(a);91.9 (b) (2);91.1 03(b); 91.1 09;91.119; 91.121; 91.151 (a);91.203(a) & (b);91.405 (a); 

91.407(a) (1); 91.409 (a) (2);91.417 (a) & (b). 

Dear Sir or Madam, 

Ace Pilot Training respectfully requests an exemption from several provisions of Title 14 of 

the Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial systems 

(sUAS) to assist in the evaluation of properties for our clients. This request is motivated 

primarily by the desire to maximize safety in aerial photography as well as infrastructure 

and building integrity. While an exemption would not eliminate the current need for inperson visual inspection required by various federal regulatory departments, it would allow 

Ace Pilot Training to broadly and efficiently evaluate assets and operations with sUAS, 

resulting in a safer operation. Accordingly, the grant of an exemption is consistent with 

Congress' intent, reflected in Section 333 of the FAA Modernization and Reform Act of 2012 

(Modernization Act), 1 that safe systems be permitted in the national airspace prior to the 

issuance affinal regulations governing general use of these systems. 2 A summary of this 

request suitable for publication in the Federal Register is provided as Appendix A. 

Appendix B provides the manufacturers information regarding the design, aircraft 

performance, and fail-safe features. We have provided manufacturer information related to 

operating limitations, normal and emergency procedures, and maintenance and inspection 

procedures. As we add aircraft designs, we will update this appendix appropriately. 

Appendix C provides the Ace Pilot Training Operations Manual for flights covered under this 

Exemption Request. 

1 P.L. 112-95, 126 Stat 11, February 14, 2012. 

2 Section 333(b) (2) specifically contemplates that the FAA may issue a certificate of waiver 

upon a finding that a type of UAS, as a result of its size, weight, speed, operational capacity, 

proximity to airports and populated areas, and operations 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. 

Background Information 

Ace Pilot Training is in the business offlight training, both fixed and rotor wing, but has had 

increased involvement of customer request for closer property inspection as well as aerial 

photography after the hurricane season of 2014. This has led Ace Pilot Training to begin 

considering using sUAS as an alternative to our Schweizer helicopter. Ace Pilot Training 

clients look to us for safe operations of these sUAS as they have with our helicopter. We 

have developed specific Ace Pilot Training Safe UAV Operational Procedures to maintain our 

high level of safety. Increasingly, we have clients looking to operate sUAS for Safety & 

Maintenance Inspections as well as overall property inspection after a major weather event. 

Current Operations Conducted: 

Aerial Survey Photography/Videography 

Vehicle Accident Photography 

Sporting Event Videography 

Service Utility Inspection 

Road Inspection 

Drainage Inspection 

Forest Inspection 

Construction Site Inspection 

Agriculture Inspection 

Building Integrity Inspection 

Roofing Inspection 

As part of this ACE PILOT TRAINING is requesting FAA Exemption for sUAS operations for 

safety, inspection and video capture usage. 

Regulatory Basis for Exemption Request 

In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may 

grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption 

is in the public interest. The FAA has imposed a separate requirement in its procedural 

regulations, providing that the petitioner shall explain why granting the exemption would 

not adversely affect safety or how the exemption would provide at least an equivalent level 

of safety as compliance with the underlying regulation. In this case, approval of this 

exemption would advance the public interest by significantly enhancing the safety and 

efficiency of infrastructure operations and by providing the FAA with valuable user 
experience on sUAS in a context with appreciable economic and societal benefits. As 

described more fully below, the requested exemption would permit the operation of sUAS 

under tightly controlled conditions, thus ensuring that operations will not have an adverse 

impact on safety. To the contrary, as explained below, Ace Pilot Training anticipates that 

use of sUAS will enhance safety in inspection operations. Granting an Exemption is in the 

Public Interest. There are a wide variety of factors that can affect conditions and cause 

problems for our client's infrastructure. Even relatively small objects or minor failures can 

lead to accidents or other incidents causing downtime. Extreme weather events can lead to 

flooding or damage. For example hurricanes, landslides, and abandoned vehicles at grade 

crossings can block repairs. 

As a result, pursuant to federal regulations and company policy, our client's maintenance 

employees routinely inspect their properties and features, such as bridges, tunnels, 

buildings, support structures, and signals. At present, this work is done primarily by 

company personnel in motor vehicles, on foot, in specialized equipment. This is often a 

labor-intensive and sometimes arduous job. While our clients do all they can to make these 

inspections as safe as possible, there is an irreducible element of risk involved whenever 

employees are required to go out on structures. Employees may need to climb over or onto 

structures, which can be slippery, rough, and/or exposed to the elements. Some structures, 

such as bridges, are high above the ground. Equipment moving through inspection zones 

can increase risk as well, especially in high-traffic areas. While the use of sUAS for 

supplemental infrastructure and general asset evaluation would not eliminate these risks 

entirely (as it is an additive safety measure), it would reduce the risks to employees by 

allowing for remote aerial review. 

Additionally, the sheer amount of assets and the widely dispersed locations- in many 

instances far from sizeable population centers- means that visual inspection in all instances 

by company personnel can be inefficient. Aerial analysis by our fixed wing aircraft is 

impractical because the required altitudes for safe flight reduce visibility below meaningful 

levels- it is simply not possible to see all asset anomalies from such heights. Our helicopter 

presents better vantage points; however it is much more costly, subject to human safety 

and carries highly explosive aviation fuel making them impractical for very close inspection. 

By using sUAS for supplemental asset evaluation, Ace Pilot Training will be able to 

substantially upgrade its capacity to detect and address issues with the customer and other 

assets before they become a problem for safe operations. 

Granting an Exemption will not Adversely Affect Safety 

Ace Pilot Training notes that there is no applicable standard for an equivalency 

determination. Some have argued that the appropriate standard is that for model aircraft, 

noting that their operations, if conducted for recreational purposes, would fall completely 

within the allowable operations for model aircraft. We believe it is difficult to argue that 

there is sufficient correlation between model operations controlled by the Academy of 

Model Aeronautics and the ones contemplated by Ace Pilot Training. At the same time, it is 
clear that equivalency cannot be established for traditional, manned civil aircraft because 

the design and use profiles between traditional aircraft and sUAS are simply too different. 

As such, we believe it makes more sense to focus on why the contemplated operations 

would not adversely affect safety, which is all that §11.81(e) requires. 

Granting an exemption will not adversely affect safety. Ace Pilot Training will be conducting 

sUAS operations over client owned or controlled land, solely during daylight hours, at 

altitudes well below that which would pose a risk to other aircraft. In general, sUAS 

operations are intended to be conducted in areas distant from both congested areas and 

airports. Moreover, because ofthe inherent risks presented by standard infrastructure 

operations, our clients have already taken steps to secure property against unauthorized 

public access. For example, horse farms, power substations, cellular phone sites are fenced, 

elevated, or otherwise secured to prevent access. The nature of operations anticipated by 

Ace Pilot Training requires that the sUAS be flown at relatively low altitudes and relatively 

low speeds. Ace Pilot Training expects that in most instances, the sUAS will be flown less 

than 60 feet from the highest structure along the path of the sUAS. Accordingly, the risk of 

interference with another aircraft is minimal. Ace Pilot Training also plans to conduct sUAS 

operations at least three miles from any public airports (including heliports). In the event an 

operation needs to be conducted closer to an airport, Ace Pilot Training will inform the 

airport operator and airport air traffic control tower of the contemplated operation and will 

comply with any directions issued by air traffic control at that airport. 

Approval of exemptions allowing commercial operations of sUASs in the infrastructure 

aerial inspection industry will enhance safety by reducing risk. Conventional operations, 

using jet or piston powered aircraft operate at extremely low altitudes just feet from the 

subject being inspected and in extreme proximity to people and structures; and present the 

risks associated with vehicles that weigh in the neighborhood of 2,000 to 4,000ibs., carrying 

large amounts of aviation fuel (Up to 150 gallons in certian helicopters). Such aircraft must 

fly to and from the inspection site. In contrast, a sUAS weighing fewer than 55 lbs. and 

powered by batteries eliminates virtually all ofthat risk given the reduced mass and lack of 

combustible fuel carried on board. The sUAS is carried to the inspection site. The sUAS will 

carry no passengers or crew and, therefore, will not expose them to the risks associated 

with manned aircraft flights. 

The operation of small UASs, weighing less than 55 lbs., conducted in the strict conditions 

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

requested herein, including 333 Aircraft Exemption Status exempting the applicant from 

conventional aircraft requirements and allowing commercial operations. These lightweight 

aircraft operate at slow speeds, close to the ground, and in a controlled environment and, 

as a result, are far safer than conventional operations conducted with piston or turbine 

helicopters operating in close proximity to the ground and people. 

The safety ofthose on the ground is protected by the fact that no one will be allowed into 

the area without the permission of either Ace Pilot Training or its clients. Security will be 
established for the flight area as part ofthe pre-flight control. Each individual within the 

secure area will be briefed prior to flight and will consent to being in the area. All others will 

be excluded from the area. 

Ace Pilot Training initially intends to use a dedicated staff for sUAS operations. All 

operations will be within visual line-of-sight (i.e., no more than approximately 0.5 miles 

from the manipulator of the controls, or pilot in command (PIC)). Each PIC will conduct at 

least three take-offs and landings with the sUAS on which he or she is trained every 90 days. 

PIC's will establish their qualifications thru a combination of aeronautical knowledge, UAS 

airmanship skills, and verification through testing offlight ability before inspection 

operations have commenced. Depending on the type of operation, additional ground-based 

visual observers may be employed as well. These observers will be within constant visual 

line of sight and in constant contact with the PIC. The visual observers will assist the PIC in 

avoiding objects near the sUAS. 

There are no current standards for either Private or Commercial sUAS pilot certificates. The 

safe operation and control of the UAS as described in this application does not depend on 

the type of FAA license held by the PIC. Given the restricted and controlled airspace within 

which operations will take place, the key factors needed by the PIC are knowledge of the 

airspace within which the operation will take place and how that airspace fits into the 

National Airspace System (NAS). Some feel that knowledge can be and is gained primarily 

through ground school and not through flight training in fixed wing or rotor aircraft, nor is it 

dependent on the acquisition of a commercial or private pilot's certificate. Those 

certificates demonstrate knowledge ofthe factors and skills needed for the safe operation 

of those types of aircraft (fixed wing or rotorcraft). It cannot be assumed that a commercial 

pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safely 

operate a small unmanned aerial vehicle, operating at 400 AGL or lower, within strictly 

controlled pre-approved airspace. Besides knowledge of airspace regulations, dexterity in 

the control and operation of the sUAS acquired from actual operation of the aircraft is the 

most important factor in establishing an equivalent level of safety. However, being primarily 

a flight school, Ace Pilot training believes that, granted the exemption, they could become a 

primary flight school for the future training of sUAS operators. We also feel that we will 

provide a higher level of safety given our background in flight training. 

If the PIC has acquired the necessary knowledge of airspace requirements, the relevant 

issues are (1) where the aircraft will be flown, (2) the size ofthe aircraft relative to what is 

being used today to accomplish the same mission, and (3) what precautions will be taken to 

ensure the safety of those in the area of operation. We will ensure that the PIC has at least 

an FAA Private Pilots Certificate and a Class Ill medical; the aircraft be operated within a 

secure environment; and that no one be allowed to enter the secure environment unless 

they are part of the operation, have been fully briefed ofthe risks prior to operation of the 

sUAS, and have consented to the risks associated with being in the operating area. Should 

there be a mishap, the sUAS being flown pose significantly less of a threat than the 

helicopters and fixed wing aircraft now being employed because they are a fraction of the 
size, carry no flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk 

to others. This is in stark contrast to conventional aircraft that are flown to the site, carry 

explosive fuel, carry passengers and crew, and operate in a much larger area. 

From a practical standpoint, there are relatively few licensed full-scale aircraft pilots who 

are also qualified to fly the type of sUAS that are utilized for image-capture operations. 

There are even fewer commercial pilots that can fly these sUAS- to the point that to do 

both is considered rare. Assuming that it is unlikely for a company to find a pilot that has 

both qualifications that company would either have to source a qualified sUAS pilot to train 

and obtain a commercial certificate, or find a commercial certificated pilot who would be 

willing to learn to fly a sUAS to the competency level required for professional use. 

Minimum requirements for the PIC include: 

Private Pilot's license and a Class Ill medical; 

1. A minimum of 200 flight cycles and 25 hours of total time as a sUAS rotorcraft pilot 

and at least 10 hours logged as a sUAS pilot with a similar sUAS type (single blade or 

multirotor); 

2. A minimum of 5 hours as sUAS pilot with the make and model of sUAS to be utilized 

for operations under the exemption and 3 takeoffs and landings in the preceding 90 

days; 

3. Have undergone a qualification process as specified in the Flight Operations & 

Procedures Manual consisting of a knowledge & skill test of the aircraft to be used. 

Another consideration supporting the certificate requirement is that pilots holding a private 

pilot certificate are subject to security screening by the Department of Homeland Security. 

This requirement should ameliorate security concerns over UAS operations under this 

exemption. 

Ace Pilot Training intends to use commercially available sUAS Components for sUAS. These 

sUAS systems will be tested for quality & safety in our test facility before being deployed to 

the field. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and 

operates exclusively within a secured area. We have a routine maintenance schedule to 

verify that the sUAS will remain in safe and operational condition. Please see Appendix B, 

for Specific Types of sUAS. 

Notes Regarding: 14 C.F.R. Part 21, Subpart H 

In accordance with the statutory criteria provided in Section 333 of PL 112-95 in reference 

to 49 USC 44704, and in consideration of the size, weight, speed, and limited operating area 

associated with the aircraft and its operation, we request that this aircraft exemption meets 

the conditions of Section 333. Therefore, if granted Section 333 relief of 14 CFR part 21, and 

any associated noise certification and testing requirements of part 36, is not necessary. 
Notes Regarding: 14 C.F.R. § 45.23 (b). Marking ofthe Aircraft 

Given the size of the sUAV, two-inch lettering will be impossible. UA will be identified by 

serial number, registered in accordance with 14 CFR part 47, and have identification (N -

Number) markings in accordance with 14 CFR part 45, Subpart C. Markings will be as large 

as practicable. 

Notes Regarding: 14 CFR § 91.7(a) Civil Aircraft Airworthiness 

Ace Pilot Training's request is based on the fact that no airworthiness certificate will be 

issued for the UAS. Ace Pilot Training's UAS will not require an airworthiness certificate in 

accordance with 14 CFR part 21, Subpart H. Based on the fact that an airworthiness 

certificate will not be issued, exemption from§ 91.7(a) is not necessary. 

Notes Regarding: 14 CFR § 91.9(b)(2) Civil aircraft flight manual, marking & placard 

Certifications required, the original intent ofthese 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, the requested relief from 14 CFR §§ 91.9(b)(2) and 

91.203(a) and (b) is not necessary. 

Notes Regarding: §91.109 Flight instruction; Simulated instrument & certain flight tests 

Small UASs, 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. Aircraft being considered for use by Ace Pilot Training allow the UAS 

Instructor to place the aircraft into 'loiter' mode (fixed altitude stationary hold). In the event 

of the student losing control, the UAS Instructor can quickly and via alternate equipment 

(equipment not in the hands ofthe student) place the aircraft into a mode that then allows 

the instructor to bring the aircraft back into control and back to the pre-determined and/or 

safe landing location. 

Ace Pilot Training initially does not describe training scenarios in which a dual set of controls 

would be utilized or required, i.e. dual flight instruction, provided by a flight instructor or 

other company-designated individual that would require that individual to have fully 

functioning dual controls. Rather, Ace Pilot Training evaluates the qualification of its PICs 

based on their experience with the UAS to be operated and verifies through testing, in lieu 

offormalized training. As such, Ace Pilot Training does not seek relief from 14 CFR § 91.109. 

Notes Regarding§ 14 CFR 91.119(b) 

Relief from§ 14 CFR 91.119(b), operation over congested areas, is not applicable, because 

the Ace Pilot Training's operations will only be conducted within the secured area described 

herein. 
Ace Pilot Training Safety Operations & Procedures Overview: 

Technology Considerations: 

Best-in-class, tried and proven technologies that are in advanced iterations. Software from 

highly-reputable industry partners will include features1. Auto descent (landing) if communication signal were to be severed. If the sUAS loses 

communications, the sUAS will have capability to return to a pre-determined 

location within the Security Perimeter and land. 

2. Auto descent (landing) if battery were to drop lower than nominal level. 

3. Flights will be terminated at 25% battery power reserve. 

4. Live video for operator gives real-time positioning feedback. In other words, we can 

monitor the scene from the vehicle's perspective for collision avoidance, and to 

maintain spatial orientation. 

5. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or 

emergencies. 

6. On-Screen-Display (OSD) contains operating information to ascertain vehicle health 

at all times: speed, altitude, number of GPS satellites (when availableL heading and 

voltage. 

7. GPS lock supplies for return-to-home (RTH). Should Command and Control (C2) link 

failures occur (highly improbableL vehicle returns automatically to the point of 

launch. 

8. Altitude information will be provided to the sUAS pilot via a digitally encoded 

telemetric data feed, which downlinks from the aircraft to a ground-based on-screen 

display. This altitude information will be generated by equipment installed on board 

the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or 

radio altimeter, or any combination thereof. Prior to each flight, a zero altitude 

initiation point will be established and confirmed for accuracy by the pilot. 

Mechanical/Physical: 

We will fly line-of-sight (LOS) only. The vehicle will always remain in direct LOS to the pilot, 

thus eliminating the concern of signal severance (flying behind objects/walls). 

1. The sUAS will weigh less than 55 lbs and travel at less than 50 knots. 
2. Batteries should far exceed the capacity required for actual flight time. 

3. Flights will be operated at an altitude of no more than 400 feet AGL. 

4. Fireproof box for storage and charging of high capacity Lipo batteries on-site. 

5. sUAS operated under this exemption will be marked in accordance with 14 CFR part 

45 or as otherwise authorized by the FAA. 

Personnel: 

Spotters ensure safe operation and act as a redundant set of eyes for operators (pilot, 

gimbal op, director) 

Radio spectrum analysis for interference on the frequencies utilized for vehicle 

control/communication. 

A briefing will be conducted in regard to the planned sUAS operations prior to each day's 

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

boundaries of the safety perimeter be present for this briefing. 

The operator will obtain the consent of all persons involved in the sUAS operations and 

ensure that only consenting persons will be allowed within 100 feet of the flight operations. 

Observer and pilot will at all times be able to communicate by voice. 

Written and/or oral permission from the relevant property holders will be obtained. 

Pilot and observer will have been trained in operation of UAS generally and received up-todate information on the particular UAS to be operated. 

Operations: 

1. The unmanned aircraft (UA) must weigh less than 55 pounds (25 Kg), including 

energy source(s) and equipment. Operations authorized by this petition of 

exemption are limited to the following aircraft described in Appendix B. Proposed 

operations of any other aircraft will require a new petition or a petition amendment 

to this request. 

2. The UA may not be flown at a ground speed exceeding 50 knots. 

3. Flights must be operated at an altitude of no more than 400 feet above ground level 

(AGL), as indicated by the procedures specified in the operator's manual. All 

altitudes reported to ATC must be in feet AGL. 
4. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. 

This requires the PIC to be able to use human vision unaided by any device other 

than corrective lenses, as specified on the PIC's FAA-issued medical certificate. 

5. All operations must utilize a visual observer (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. 

6. The operator's manual included as Appendix C and this petition of exemption must 

be maintained and made available to the Administrator upon request. If a 

discrepancy exists between the conditions and limitations in this exemption and the 

procedures outlined in the operator's manual, the conditions and limitations herein 

take precedence and must be followed. Otherwise, the operator must follow the 

procedures as outlined in its operator's manual. 

7. The operator may update or revise its operator's manual. It is the operator's 

responsibility to track such revisions and present updated and revised documents to 

the Administrator upon request. The operator must also present updated and 

revised documents if it petitions for extension or amendment. If the operator 

determines that any update or revision would affect the basis for which the FAA 

grants this petition for exemption, then the operator must petition for amendment 

to their exemption. The FAA's UAS Integration Office (AFS-80) may be contacted if 

questions arise regarding updates or revisions to the operator's manual. 

8. Prior to each flight the PIC must inspect the UAS to ensure it is in a condition for 

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

UAS, the aircraft is prohibited from operating until the necessary maintenance has 

been performed and the UAS is found to be in a condition for safe flight. The Ground 

Control Station, if utilized, must be included in the preflight inspection. All 

maintenance and alterations must be properly documented in the aircraft records. 

9. Any UAS that has undergone maintenance or alterations that affect the UAS 

operation or flight characteristics, e.g. replacement of a flight critical component, 

must undergo a functional test flight in accordance with the operator's manual. The 

PIC who conducts the functional test flight must make an entry in the UAS aircraft 

records of the flight. The requirements and procedures for a functional test flight 

and aircraft record entry must be added to the operator's manual. 

10. The operator must follow the manufacturer's UAS aircraft/component, 

maintenance, overhaul, replacement, inspection, and life limit requirements. When 

unavailable, aircraft maintenance/component/overhaul, replacement, and 

inspection/maintenance requirements must be established and identified in the 

operator's manual. At a minimum, requirements for the following must be included 

in the operator's manual: 
a. Actuators I Servos; 

b. Transmission (single rotor); 

c. Powerplant (motors); 

d. Propellers; 

e. Electronic speed controller; 

f. Batteries; 

g. Mechanical dynamic components (single rotor); 

h. Remote command and control; 

i. Ground control station (if used); and 

j. Any other components as determined by the operator; 

11. The Pilot In Command (PIC) must possess at least a private pilot certificate and at 

least a current third-class medical certificate. The PIC must also meet the flight 

review requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is 

rated on his or her pilot certificate. 

12. Prior to operations conducted for the purpose of infrastructure inspections, the PIC 

must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a 

minimum of 200 flight cycles and 25 hours of total time as a UAS rotorcraft pilot and 

at least 10 hours logged as a UAS pilot with a similar UAS type (single blade or 

multirotor). Prior documented flight experience that was obtained in compliance 

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

experience-building flights can also be conducted under this petition of exemption 

to accomplish the required flight cycles and flight time. During training, proficiency, 

and experience-building flights, all persons not essential for flight operations are 

considered nonparticipants, and the PIC must operate the UA with appropriate 

distance from nonparticipants in accordance with 14 CFR § 91.119. 

13. Prior to operations conducted for the purpose of inspection, the PIC must have 

accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum 

of five hours as UAS pilot operating the make and model of UAS to be utilized for 

operations under the exemption and three take-offs and three landings in the 

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

landing currency flights can be conducted under this petition 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 persons not 

essential for flight operations are considered nonparticipants, and the PIC must 
operate the UA with appropriate distance from nonparticipants in accordance with 

14 CFR § 91.119. 

14. Prior to any flight operations authorized by this petition of exemption, the PIC and 

VO must have successfully completed a qualification process, as outlined in the 

operator's manual. As this is a requirement stipulated by the operator, the test must 

be developed and implemented by a qualified person designated at the sole 

discretion of the operator. A record of completion of this qualification process must 

be documented and made available to the Administrator upon request. 

15. Prior to operations conducted for the purpose of infrastructure inspection, a flight 

demonstration, administered by an operator-approved and -qualified pilot must be 

successfully completed and documented. This documentation must be avaiJable for 

review upon request by the Administrator. Because the knowledge and airmanship 

test qualifications have been developed by the operator, and there are no 

established practical test standards that support a jurisdictional FAA FSDO 

evaluation and approval of company designated examiners, the petitioner will 

conduct these tests in accordance with the operator's manual. 

16. The UA may not be operated directly over any person, except authorized and 

consenting personnel, below an altitude that is hazardous to persons or property on 

the surface in the event of a UAS failure or emergency. 

17. Regarding the distance from participating persons, the operator's manual has safety 

mitigations for authorized and consenting personnel. At all times, those persons 

must be essential to the operations. 

18. Regarding distance from nonparticipating persons, the operator must ensure that no 

persons are allowed within 500 feet of the area except those consenting to be 

involved and necessary for the infrastructure inspection operations. This provision 

may be reduced to no less than 200 feet if it would not adversely affect safety and 

the Administrator has approved it. For example, an equivalent level of safety may be 

determined by an aviation safety inspector's evaluation of the infrastructure 

inspection area to note terrain features, obstructions, buildings, safety barriers, etc. 

Such barriers may protect nonparticipating persons (observers, the public, news 

media, etc.) from debris in the event of an accident. 

19. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the security perimeter and land or be recovered in 

accordance with the operator's manual. 

20. The UAS must abort the flight in the event of unpredicted obstacles or emergencies 

in accordance with the operator's manual. 

21. Each UAS operation must be completed with 25% battery power remaining. 
22. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of 

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

petition of exemption. This COA will also require the operator to request a Notice to 

Airman (NOT AM) not more than 72 hours in advance, but not less than 48 hours 

prior to the operation. 

23. All aircraft operated in accordance with this exemption must be identified by serial 

number, registered in accordance with 14 CFR part 47, and have identification (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must be 

as large as practicable. 

24. The operator must develop procedures to document and maintain a record of the 

UAS maintenance, preventative maintenance, alterations, status of 

replacement/overhaul component parts, and the total time in service of the UAS. 

These procedures must be added to the operator's manual. 

25. Each UAS operated under this exemption must comply with all manufacturer Safety 

Bulletins. 

26. The operator must develop UAS technician qualification criteria. These criteria must 

be added to the operator's manual. 

27. The preflight inspection section in the operator's manual must be amended to 

include the following requirement: The preflight inspection must account for all 

discrepancies, i.e. inoperable components, items, or equipment, not covered in the 

relevant preflight inspection sections ofthe operator's manual. 

28. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UA must comply with the Federal Communications Commission (FCC) 

or other appropriate government oversight agency requirements. 

29. At least three days before scheduled infrastructure inspection, the operator of the 

UAS affected by this exemption must submit a written Plan of Activities to the local 

FSDO with jurisdiction over the area of proposed infrastructure inspection. The 3-

day notification may be waived with the concurrence of the FSDO. The plan of 

activities must include at least the following: 

a. Dates and times for all flights; 

b. Name and phone number ofthe operator for the UAS inspection operations 

conducted under this petition of exemption; 

c. Name and phone number ofthe person responsible for the on-scene operation 

ofthe UAS; 

d. Make, model, and serial or N-number of UAS to be used; 
e. Name and certificate number of UAS PICs involved in the infrastructure 

inspection event; 

f. A statement that the operator has obtained permission from property owners 

and/or local officials to conduct the infrastructure inspection event; the list of 

those who gave permission must be made available to the inspector upon 

request; 

g. Signature of exemption-holder or representative; and 

h. A description of the flight activity, including maps or diagrams of any area, city, 

town, county, and/or state over which infrastructure inspection will be 

conducted and the altitudes essential to accomplish the operation. 

30. The documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

PIC at the Ground Control Station ofthe UAS any time the aircraft is operating. 

These documents must be made available to the Administrator or any law 

enforcement official upon request. 

31. The UA must remain clear and yield the right of way to all other manned operations 

and activities at all times (including, but not limited to, ultralight vehicles, parachute 

activities, parasailing activities, hang gliders, etc.). 

32. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All 

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized. 

33. The UAS may not be operated by the PIC from any moving device or vehicle. 

34. The UA may not be operated less than 500 feet below or less than 2,000 feet 

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

35. The UA may not operate in Class B, C, or D airspace without written approval from 

the FAA. The UA may not operate within 5 nautical miles of the geographic center of 

a non-towered airport 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 NOT AM as required by the operator's 

COA. The letter of agreement with the airport management must be made available 

to the Administrator upon request. 

36. Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be 

reported to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents 

must be reported to the National Transportation Safety Board (NTSB) per 

instructions contained on the NTSB Web site: www.ntsb.gov. Further flight 
operations may not be conducted until the incident, accident, or transgression is 

reviewed by AFS-80 and authorization to resume operations is provided. 

Support for Petition for Exemption 

In accordance with the procedural requirements of 14 C.F.R. §11.81, Ace Pilot Training 

provides the following information: 

Contact Information: 

Gus Via lamas 

CEO 

Ace Pilot Training 

600 Hayden Circle 

Allentown, Pa 18109 

Regulatory Provisions from which ACE PILOT TRAINING seeks an Exemption 

Ace Pilot Training believes it may need an exemption from the following provisions to 

conduct the contemplated operations. In some instances, relief is needed because relief 

from another provision renders compliance with the regulation at hand infeasible. 

333 Aircraft Exemption Status 

14 C.F.R. §61.113(a) and (b) 

14 C.F.R. §91.119(c) 

14 C.F.R. §91.121 

14 C.F.R. §91.151 

14 C.F.R. §91.405(a) 

14 C.F.R. §91.407(a) 

14 C.F.R. §91.409(a)(1)&(2) 

14 C.F.R. §91.417(a)&(b) 

Ace Pilot Training believes an exemption is only needed from the above-listed regulatory 

provisions. To the extent that the FAA believes that additional relief is required for Ace Pilot 

Training to conduct the operations described here, we request an exemption from any such 

regulatory provisions as well.3 
3 For example, 14 C.F.R. §91.417(a) imposes certain maintenance record keeping 

requirements "as applicable". Since none of the underlying requirements (e.g., inspection 

intervals) can be met and will require an exemption, Ace Pilot Training believes a separate 

exemption should not be required for §91.417(a). 

The Extent of Requested Relief and the Reasons Relief is Needed 

Section 333 Aircraft Exemption Status: 

Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the 

requirement for an airworthiness certificate based on a consideration of the size, weight, 

speed, operational capability of the particular UAS, as well as its proximity to airports and 

populated areas. An analysis of these criteria demonstrates that the sUAS operated without 

an airworthiness certificate in the areas and under the conditions contemplated by Ace Pilot 

Training will be at least as safe, or safer, than a conventional aircraft (fixed wing or 

rotorcraft) operating with an airworthiness certificate without the conditions proposed in 

this request. 

The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates 

exclusively within a secured area. Unlike other civil aircraft, operations under this 

exemption will be tightly controlled and monitored by the operator and observer. 

Operations will be conducted in compliance with the FAA and with local public safety 

requirements to provide security for the area of operation as is now done with conventional 

equipment, infrastructure, bridge and out building evaluation. These safety enhancements 

provide an expanded degree of safety to the inspectors over conventional operations. 

Lastly, application of these same criteria demonstrates that there is no credible threat to 

national security posed by the sUAS, due to its size, speed of operation, location of 

operation, lack of explosive materials and inability to carry a substantial external load. 

Given the size and limited operating area associated with the aircraft to be utilized by the 

Applicant, this 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 aircraft from the requirement for 

an airworthiness certificate, upon consideration of the size, weight, speed, operational 

capability, and proximity to airports and populated areas of the particular sUAS. In all cases, 

an analysis of these criteria demonstrates that the UAS 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. 

14 C.F.R. §61.113(a) and (b) 

§61.113 Private pilot privileges and limitations: Pilot in command. 
Except as provided in paragraphs (b) through (h) of this section, no person who holds a 

private pilot certificate may act as pilot in command of an aircraft that is carrying 

passengers or property for compensation or hire; nor may that person, for compensation or 

hire, act as pilot in command of an aircraft. 

A private pilot may, for compensation or hire, act as pilot in command of an aircraft in 

connection with any business or employment if: 

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

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

Ace Pilot Training initially anticipates using a small group of specially trained staff to 

conduct the sUAS operations. These individuals will hold Private Pilot ratings with a Class Ill 

medical. The sUAS will not carry property for compensation or hire since they will be used 

solely to assist in evaluation of the infrastructure, equipment, assets, and out-buildings in 

furtherance of Ace Pilot Trainings client's primary business; however, the employees' 

operation of the sUAS will not be incidental to their employment with Ace Pilot Training, 

and they will be compensated for such work. Without an exemption, the pilot would be 

required to hold a commercial pilot certificate under §61.133. However, the risk associated 

with the contemplated operations is less than the risk posed by a traditional aircraft. The 

sUAS will fly at altitudes well below the permissible limits for other civil aircraft, eliminating 

the risk to other aircraft, and within a geographical envelope under the sole control of Ace 

Pilot Training clients. Accordingly, the risk would be limited solely to Ace Pilot Training 

personnel, who will be appropriately outfitted in safety gear, and Ace Pilot Training client's 

property on the ground. Requiring a commercial pilot certificate would provide no 

appreciable safety benefit and would needlessly impose additional cost on Ace Pilot 

training. Because the contemplated operations would not comply with §61.113(b)(1) and 

none of the other exceptions to paragraph (a) apply, relief is needed from both paragraphs 

(a) and (b). 

14 C.F.R. 91.119(c) 

§91.119 Minimum safe altitudes: General. 

Except when necessary for takeoff or landing, no person may operate an aircraft 

below the following altitudes: 

(c) Over other than congested areas. An altitude of 500 feet above the surface, except over 

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

closer than 500 feet to any person, vessel, vehicle, or structure. 

Ace Pilot Training submits that the only relief it requires from §91.119 is from the minimum 

altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing 

operations because asset evaluation conducted at 500 feet or higher is insufficiently distinct 
to be meaningful. Since operations at this altitude also pose a· heightened risk of collision 

with another aircraft, safety can only be assured through the grant of an exemption. The 

anticipated rotorcraft operations should be adequately addressed by paragraph (d) (1). 

Additionally, relief should not be needed from paragraph (a) because an emergency landing 

of the aircraft due to a power failure will not create an undue hazard to persons or property 

on the surface. As noted in the explanation of why an exemption will not adversely affect 

safety, Ace Pilot Training clients has exclusive use of the land over which the sUAS will be 

operated, and public access is restricted. It also has exclusive use of significant portions of 

land adjacent to the infrastructure and structures that will be the objects of evaluation and 

analysis. Ace Pilot Training's Clients tightly control access to land and have the ability to 

assure that no individuals unassociated with the planned operations are on the affected 

land. As such, the risk of injury is minimal. Ace Pilot Training does not contemplate 

conducting operations over congested areas, so relief is not requested from paragraph (b). 

14 C.F.R. 91.121 

14 C.F.R. §91.121 Altimeter Settings 

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

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

appropriate altimeter setting available before departure." 

As the sUAS may not have a barometric altimeter, but instead a GPS altitude read out, an 

exemption may be needed. An equivalent level of safety will be achieved by the operator, 

pursuant to the Manual and Safety Check list, confirming the altitude of the launch site 

shown on the GPS altitude indicator before flight. 

Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric 

data feed, which downlinks from the aircraft to a ground-based on-screen display. This 

altitude information will be generated by equipment installed on board the aircraft, using 

GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any 

combination thereof. Prior to each flight, a zero altitude initiation point will be established 

and confirmed for accuracy by the pilot. 

14 C.F.R. 91.151 

§91.151 Fuel requirements for flight in VFR conditions. 

No person may begin a flight in an airplane under VFR conditions unless (considering wind 

and forecast weather conditions) there is enough fuel to fly to the first point of intended 

landing and, assuming normal cruising speed-

(1) During the day, to fly after that for at least 30 minutes. 
No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind 

and forecast weather conditions) there is enough fuel to fly to the first point of intended 

landing and1 assuming normal cruising speed1 to fly after that for at least 20 minutes. 

Operating the sUAS in a pre-defined area with less than 30 minutes of reserve fuel does not 

raise the type of risk contemplated by §91.1511 i.e. 1 that an aircraft could run out offuel in 

the event it has to be flown to an alternate airport or circle the planned airport in the event 

of unanticipated conditions. Ace Pilot Training does not intend to use the sUAS for point-topoint flights and will not operate the sUAS beyond visual line of sight. Nor will the sUAS 

require an airport in order to land. Rather1 Ace Pilot Training will operate the sUAS using 

pre-planned flight paths (taking into account weather conditions) designed to allow the 

sUAS to fly to the point of intended landing. As such1 there is no need for a time-based 

excess fuel requirement. Rather it should be sufficient to require only as much additional 

excess flight capacity as necessary to safely land the sUAS. We believe that a 25% battery 

reserve is more than sufficient to meet this objective. 

14 C.F.R. 91.405(a), 91.407(a) (1), 14 C.F.R. 91.409(a) (1)&(2) and 14 C.F.R. 91.417(a) & (b) 

§91.405 Maintenance required. 

Each owner or operator of an aircraft-

(a) Shall have that aircraft inspected as prescribed in subpart E ofthis part and shall 

between required inspections/ except as provided in paragraph (c) ofthis section/ have 

discrepancies repaired as prescribed in part 43 of this chapter; 

§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration. 

(a) No person may operate any aircraft that has undergone maintenance/ rebuilding/ or 

alteration unlessIt has been approved for return to service by a person authorized under §43.7 of this 

chapter; 

§91.409 Inspections. 

(a) Except as provided in paragraph (c) ofthis section/ no person may operate an aircraft 

unless/ within the preceding 12 calendar months1 it has had_ 

An annual inspection in accordance with part 43 of this chapter and has been approved for 

return to service by a person authorized by §43.7 of this chapter; or 

An inspection for the issuance of an airworthiness certificate in accordance with part 21 of 

this chapter. 

§91.417 (a) & (b) 
Ace Pilot Training believes that an exemption from these three maintenance requirements 

is appropriate because the FAA has not developed maintenance standards that would allow 

an operator to meet the part 91 maintenance requirements. In particular, there are no 

individuals authorized by the FAA to approve a sUAS for return to service under §91.407(a) 

or to conduct the initial airworthiness and annual return to service inspections required by 

§91.409(a). Ace Pilot Training will maintain the aircraft as instructed in the owner's manual 

and ASTM F2909, where applicable, and will not operate the aircraft until it has reasonably 

determined that any needed repairs have been made. However, because of the technical 

impossibility of meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a)&(b), we 

believe an exemption from these provisions is appropriate. 

Please do not hesitate to contact me at the phone number or via the e-mail address 

provided above should you have any questions or concerns. 

Respectfully submitted, 

Constantine Via lamas 

CEO, Ace Pilot Training 
Appendix A 

Summary for Federal Register Publication 

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the 

Federal Register should the FAA determine that publication is needed. 

Petitioner: Ace Pilot Training 

Sections of 14 C.F.R. Affected: 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 

14 C.F.R. §91.119(c) 

14 C.F.R. §91.121 

14 C.F.R. §91.151 

14 C.F.R. §91.405(a) 

14 C.F.R. §91.407(a) 

14 C.F.R. §91.409(a) 

14 C.F.R. §91.417(a)&(b) 

Description of Relief Sought: 

Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 

61.113(a)&(b)), 91.119(c), 91.121, 91.151, 91.40S(a), 91.407(a), 91.409(a), and 

91.417(a)&(b) to conduct sUAS operations over Ace Pilot Training Client's owned or 

controlled land, solely during daylight hours, to assist in the safe evaluation and analysis of 

property and operations. In general, sUAS operations are intended to be conducted in areas 

remote from both congested areas and airports. The nature of operations anticipated by 

Ace Pilot Training requires that the sUAS be flown at relatively low altitudes. Ace Pilot 

Training expects that in most instances, the sUAS will be flown less than 100 feet from the 

highest structure along the path of the sUAS and in no instances will be flown higher than 

400 feet above the ground. Accordingly, the risk of interference with other aircraft is 

minimal. 
Appendix B 

Specific type(s), make, and model 

#1- DJI Phantom 2 

See Attached Flight Manuals: 

DJI Phantom 2 User Manual 

NAZA-M_Fiight Control System_ v1.26 
ANTO Index 

INDEX ...................................................................

Advanced Manual Al SOFTWARE AND DRIVER INSTALLATION •••••••••••••

A2 CONFIGURATION AND FIRMWARE& SOFTWARE 

v 1.4 A3 LINKING THE TRANSMITTER AND RECEIVER ......

2013.03.22 Revision 

A4 CHANGING THE CONTROL MODE OF THE TRANS

AS TRANSMITTER CALIBRATION •••••••••••••••••••••••••••••A6 MOUNT CAMERA AND CAMERA FRAME ...........

A71NTELLIGENT ORIENTATION CONTROL (IOC) FLIG

•••••••••••••••••••••••••••••••••.•.••••.•.•••.•.•••••••••..•••••••••••••••••••

AB MAINTENANCE ••••••••••••••••••••••••••••••••••••••••••••••••••

@2(ll3 DJJ All Right<: I I i_")20 l3 D.fl Truwv<Hicns. All Rigb 
A 1 Software and Driver Installation 

Make sure to use the NAZA-M assistant soflvvare of 2.0 version (or above 2.0) to carry out firmware upgmde 

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

1. 

2. 

Please download the driver pJI Driver Installed and NAZA-M assistant software from the PHANTOM 

page of DJI website (http://www.dji-innovations.com/products/phantom'downloadsl). 

Connect the PHANTOM and the PC via the USB cable, power on the PHANTOM system. 

3. Run the PJI Driver Installed. and follow the instructions strictly to finish installation. 

4. Run the assistant software installer, and follow the instructions strictly to finish installation. 

A2 Configuration and Firmware& Software Upgrade 

1. Power on your computer. Make sure the computer is connected to the Internet for the first time you 

use. 

2. Switch on the transmitter first, then power on the aircraft. Connect the aircraft to the PC with the i 

USB cable. DO NOT break the connection until configuration or upgrade is finished. ' 

3. Please refer to the "Assembly &Configuration->Siep3" section of NAZA-M Quick Start Guide to 

get the detail of assistant software usage. 

4. Refer to the "Appendix-> Firmware & Assistant Software Upgrade" section of NAZA-M Quick Start 

Guide to get the detail of assistant software usage. 

5. If Manual Mode is required, please select ''Manual" from the drop down list of Basic->RC->Control I 

Mode Switch in the assistant software. Refer to the "Flying Test-> Step 1 Control Mode Knowledge" I 

section of NAZA-M Quick Start Guide to gel the detail about the Manual Mode. 

DJI Truwvaticns. AH 31 

A3 Linking the Transmitter and Rec

The linking of the transmitter to the receiver of the PHANTOM 

necessary you can link the transmitter to the receiver as follows

defauH receiver type is PPM. 

DO NOT usP. the Pf-'.ANTOM transmitl.er (receiver) vi.!h ihe third 

1. Please remove the housing by referring to the sect

Housing. 

2. Locate the receiver module according to the following fig

3. After powering on the aircraft and the transmitter, if the 

board is lit solid red, this means the receiver currently ha

4. Press down the link button for more than two seconds un

button. 

5. Push the throttle slick to the lowest position and tum on 

the receiver turns off, the link between the transmitter 

operation can be done only when the LED indicator of th

Note: 

• If the transmitter can't enter the linking mode, please ch

position. 

• You can use your RIC system normally only after the link

Receiver 

©2013 DJI Tnnov<ilicus. All Rigbtr:: 
A4 Changing the Control Mode of the Transmitter 

You can change the operation mode of the transmitter according to the following procedures if necessary.( The 

operation mode of Mode1 and Mode2 are shown as below. ) 

Make sure to carry out the A5 Transmitter Calibration, if the Control Mode of the Transmitter is change-d. 

il 

I! 

I' l.l 

_,./ 

Mode1: Ill Throttle, it cannot hold the central position when released. 

1!11 Roll, it can return to the central position when released. 

1111 Pitch, it can return to the central position when released. 

11!1 Yaw, it can return to the central position when released. 

Model2: fi)Throttle, it cannot hold the central position when released. 

11!1 Roll, it can return to the central position when released. 11!1 Pitch, it can return to the central position when released. 

ii!D Yaw, it can return to the central position when released. 

1. Remove the right Throttle Ratchet plate and the Ratchet Nut. Assemble the Ratchet Nut to the Nut Hole 

Location , and fiX the Throttle Ratchet onto the Ratchet Nut and the Screw Hole Location. Adjust the 

screw height of the Throttle Support to change the tension, so as to give you the required operating feel. 

2. Remove the left Centering Unit and the Centering Spring. Assemble them to the corresponding position 

of the Right part (Close to the middle location of the transmitter). Then adjust the height of the Adjusting 

Screw, so as to give you the required operating feel. (Note: Be careful not to excessively tension the 

spring when moving and fiXing, to avoid damage.) 

3. Exchange the connectors of Channel 2 ( AIN2 ) and Channel 3 (AIN3). (Note: Take care about the 

connector direction. ) 

Mode2 

rsiJ2013 DJI lnn•,vations. All Rigbtr.: 51 

The following figure shows the successful change of transmitte

Mode1 

(02013 DJI lnn(w:-aicns. All Rigbtr,: 
AS Transmitter Calibration 

If the control mode of the transmitter is changed or calibration has not been carried out for a long time, 

transmitter calibration is necessary. 

IOC Switch l fi. Control Mode Switch 

52 OFft::>. , .---- 51 

u .{;'-------- _, fJ GP5 CL 0 / -=---.. i!:! ATTI 

HL B, ;. ATTI 

. Jo stick 

Joystrck f I t'R•fffi;,;r'ji\\, I \! y 

11 '\'{¥.! I 9.' ·I :1{t=•-'-' J 1.]:': I 

Pitch(Mode1) ·m? Throttle(Mode1) 

/Throttle '--'::::./ \g;J '-'=/ ! /Pitcll (Mode2) 

... [ I ..... 

Yaw •;: \',,,;r ]_. ____ ) •;...- Roll 

PowerSwitc 

CL : Course Lock 

HL : Home Lock 

1. Set the switch S2 at the OFF position, and the switch S1 at the GPS posHion 

2. 

3. 

Push the Throttle stick to the top position, and push the Pitch stick to the top posHion. Keep the Pitch 

stick at the top posHion manually since H can return to the central posHion when released. 

Tum on the Power SwHch of the transmitter, you should hear the indicator sound of "Di--Di Di" from 

the transmitter repeatedly. Toggle the switch S2 to the CL posHion, you should hear an indicator 

sound of "Di" from the transmitter, in this case, the transmitter has entered the calibration mode. 

(During this period, the Throttle stick and the Pitch stick must be kept at the top posHion all the time.) 

4. Release the Pitch stick and pull the Throttle stick to the central position. Toggle the swHch S1 to the 

A TTl position; you should hear an indicator sound of "Di" from the transmitter. Then move all of the 

sticks throughout their complete range several times. After this, put the Throttle stick to the bottom I 

position, and toggle the switch S2 to the HL position, you should hear an indicator sound of "Di" from I 

the transmitter, in this case, the transmitter has been calibrated successfully. • 

:Q/2013 D.ri Tn.t::ovat:ions. AH Re:s .. 71 

A 6 Mount Camera and Camera Fra

Please mount the Camera and Camera Frame if necessary. 

( 1 ) Mount the Camera to the Camera Frame 

( 2 ) Mount the Camera and Camera Frame to the aircraft 

Make sure to usc the dedicated crost; screws of the type M3.0

battery by passing through the baltef)l compartment and could l

t_"l)20J3 DJI lnnclV<Jtiom:. AH Rigbt:r;: 
A 7 Intelligent Orientation Control (IOC) Flight (with GPS & Compass module) 

Make sure to open the IOC function in the NAZA-M assistant software before us!ng. Definition of Forward Direction: Quad -rotor will fly along this direction when you push the elevator stick. 

Graphic Description 

i!tNose direction ...,..Forward direction • Home point ---- Over 10m from Home point 

Before You Start 

Usually, the forward direction of a flying aircraft is the same as the nose direction. By using IOC, wherever the 

nose points, the forward direction has nothing to do with nose direction: 

• In course lock flying, the forward direction is the same as a recorded nose direction. See the following 

figures (The red and blue arrows on the transmitter is corresponding to pitch and roll operations): 

t 

Usually 

• In home lock flying, the forward direction is the same as the direction from home point to aircraft. See the 

following figures (The red and blue arrows on the transmitter is corresponding to pitch and roll operations): 

..._,1 .. 

• • • • • 

Usually point 

• • • • 

In home lock point 

Method of Forward Direction & Home Point Recording 

If you use the IOC function, please keep the Forward Direction of Course Lock Flying and the home point of 

Home Lock Flying in mind at any time. There are two ways to record the forward direction and the home point: 

Manually and Automatically. You may choose any one record method. 

Before takeoff, the current position of the 

: 30 seconds after you power on the quad-rotor will be saved as home point when you 

Automatically · 

quad-rotor. push the throttle stick for the first time after 6 or 

Manually 

CL position quickly 3 to 5 times to 

record current nose direction as 

new forward direction after you 

power on the quad-rotor for 30s. 

->CL-> OFF is one 

\(:.>2013 DJI lneovat.icns. AH Rigbt;o;: 

When 6 or more GPS satellites are found, you can 

toggle the 52 switch between CL and HL position 

quickly 3 to 5 times to record the current position 

of the quad-rotor as the new home point. (CL -> 

HL -> CL is one time.) 

91 

IOC Flying Test 

Realize an IOC flight by the following procedures. 

Course 

Lock 

Switch 

Setting 

1 

Record forward 

direction 

Set switch 51 to GPS or 

ATTI position, 52 to CL 

Home Lock 

Switch 

Setting 

Record 

home point 

fl.·· 

---r -- 

' position and 52 to HL 

lOG FLYING NOTES!!! 

• • • 

• 

• 

• 

• 

LED will blink®quickly if recording is successtul. LED 

the IOC mode only when MC is ready to fly in course lo

Home lock flying requires that6 or more GPS satellites 

away from the home point. 

Before you do the home lock flight, you have to fly the a

point, and then flip the switch 52 to HL position to fly in 

met. If you have already toggled the switch 52 to HL po

around home point, and this is the first time you are goi

flight, then if all the requirements are met, MC will chan

aircraft flies out of the 10m range around home point. 

When flying in Home Lock mode, if any of the following 

Home Lock flying and automatically enter Course Lock 

using the earlier forward direction. 

1. The aircraft fly's within 1Om range of the home po

2. You toggle the control mode switch to the ATTl. M

3. The GPS signal becomes bad (The GPS signal L

When the aircraft is flying in home lock mode far away f

toggle the IOC switch many times quickly so as to avoid 

intentionally knowing. 

We suggest that you should know clearly which flight loc

the locked forward direction or home point, before you s

Continuously spinning the aircraft in flight will cause a y

down the spinning, so as to have better flight performan

DJI fnuovatit1ns. All Rights Reserved. 
AB Maintenance 

1.Remove the Housing 

1. Remove all the nuts and propellers by using the assistant wrench. 

2. Remove the screws marked in the figure below using a Phillips Screwdriver and a Hexagon 

Screwdriver, and then remove the housing. 

Note: 

• Please take good care of the removed parts, for example, screws. Make sure to keep them safe and 

away from children. 

• DO NOT use any thread locker, since the thread locker may corrode the shell of Phantom, may cause 

fractures. 

«.")2013 D.JI fnm~vations. All Rights Rescr\.'cd. 

2. Extension Power 

There is an extension power cable in the Phantom for DIY use. T

the same voHage as the power battery. The red cable is for po

sure to keep the red cable and the grey cable separated, to avo

©2013 DJJ Innovations. All Rigb.ts Reserved. 
Na V2 

Quick Start Guide v1.26 

2014.05.12 Revision 

For Firmware Version V4.02 or above 

& Assistant Software Version V2.20 or above 

Thank you for purchasing this DJI product. Please strictly follow these steps to mount and connect this system on 

your aircraft, as well as to install the Assistant Software on your computer. 

Please regularly check the web page of corresponding product* at our website www.dji.com, which is 

updated regularly. Product information, technical updates and manual corrections will be available on this web 

page. Due to unforeseen changes or product upgrades, the information contained in this manual is subject to 

change without notice. 

* Important: Naza-M, Naza-M V2 and PHANTOM control system are different in hardware parts, but their 

configurations and functions are the same when using the same Assistant Software and Firmware Version, so they 

use the same Guide. Unless stated, the following instruction is basic on Naza-M V2. If you use the Naza-M, please 

make sure to read the "Instruction of V1 (also known as Naza-M)" section; if you use the PHANTOM, download the 

other corresponding manuals on the PHANTOM web page. 

This manual is only for basic assembly and configuration; you can obtain more details and advanced instructions 

when using the assistant software. To assure you have the latest information, please visit our website and download 

the latest manual and current software version. 

If you have any problem that you cannot solve during usage, please contact your authorized dealer. 

©2013 OJ! Innovations. All Rights Reserved. 
Index 

INDEX ........................................................................................................................................................................................................ 2 

INSTRUCTION ........................................................................................................................................................................................ 3 

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

TRADEMARK ......................................................................................................................................................................................................... 4 

CERTIFICATIONS ................................................................................................................................................................................................. 4 

SYMBOL INSTRUCTION ...................................................................................................................................................................................... 4 

ASSEMBLY & CONNECTION ............................................................................................................................................................ 5 

STEP1 PORT DESCRIPTION ................................................................................................................................................................................ 5 

STEP2 ASSEMBLY & CONNECTION ................................................................................................................................................................ 6 

ASSISTANT SOFTWARE INSTALLATION AND CONFIGURATION ....................................................................................... 7 

STEP1 SOFTWARE AND DRIVER INSTALLATION ON A PC ........................................................................................................................... 7 

STEP2 CONFIGURATION BY ASSISTANT SOFTWARE ON A PC .................................................................................................................. 8 

BASIC FL YING ...................................................................................................................................................................................... lO 

CONTROL MODE KNOWLEDGE .................................................................................................................................................................... 10 

START & STOP MOTOR KNOWLEDGE .......................................................................................................................................................... 10 

STEP1 COMPASS CALIBRATION ...................................................................................................................................................................... 12 

STEP2 ASSEMBLY CHECKING LIST ................................................................................................................................................................. 13 

STEP3 BEFORE FLIGHT ..................................................................................................................................................................................... 13 

STEP4 FLYING TEST .......................................................................................................................................................................................... 14 

ADVANCED FUNCTIONS ................................................................................................................................................................. l6 

A1 FAILSAFE ....................................................................................................................................................................................................... 16 

A2 Low-VoLTAGE ALERT .............................................................................................................................................................................. 17 

A3 INTELLIGENT ORIENTATION CONTROL (IOC) FLIGHT (WITH GPS MODULE) ............................................................................... 18 

A4 RECEIVER ADVANCED PROTECTION FUNCTION ................................................................................................................................. 21 

A5 FLIGHT LIMITS ............................................................................................................................................................................................. 22 

APPENDIX ............................................................................................................................................................................................. 23 

SPECIFICATIONS ............................................................................................................................................................................................... 23 

MC/PMU FIRMWARE UPGRADE .................................................................................................................................................................. 24 

LED DESCRIPTION ........................................................................................................................................................................................... 25 

INSTRUCTION OF Vl (ALSO KNOWN AS NAZA-M) ............................................................................................................... 26 

V1 ASSEMBLY AND CONNECTION ................................................................................................................................................................. 26 

V11S COMPATIBLE WITH THE PMU V2 (ACCESSORY OF NAZA-tvl V2) ................................................................................................ 26 

V1 PORT DESCRIPTION .................................................................................................................................................................................... 27 

V1 SPECIFICATION ............................................................................................................................................................................................ 28 

FAQ ......................................................................................................................................................................................................... 29 

ABNORMAL LED INDICATION LIST ............................................................................................................................................................... 29 

FIX THE TBE (TOILET BOWL EFFECT) PROBLEM ...................................................................................................................................... 29 

SHOULD YOU FIND THE MULTI-ROTOR DOES NOT TRACK STRAIGHT IN FORWARD FLIGHT ............................................................... 30 

tviOTORS START FAILURE CAUSED BY TX STICK(S) MID POINT ERROR TOO BIG .................................................................................. 30 

ATTITUDE CONTROLLABLE WHEN ONE tviOTOR OUTPUT IS FAILED .................................................................................................... 31 

WHEN USED WITH OTHER DJI PRODUCTS ................................................................................................................................................... 32 

@2013 DJIInr1ovations. All Ri9hts Reserved. 
Instruction 

Disclaimer & Warning 

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

agree to this disclaimer and signify that you have read them fully. THIS PRODUCT IS NOT 

SUITABLE FOR PEOPLE UNDER THE AGE OF 18. 

This product is an autopilot system designed for serious multi-rotor enthusiasts providing excellent self-leveling and 

altitude holding, which completely takes the stress out of flying RC multi-rotors for both professional and hobby 

applications. Despite the system having a built-in autopilot system and our efforts in making the operation of the 

controller as safe as possible when the main power battery is connected, we strongly recommend users to remove 

all propellers when calibrating and setting parameters. Make sure all connections are good, and keep children and 

animals away during firmware upgrade, system calibration and parameter setup. DJI Innovations accepts no liability 

for damage(s) or injuries incurred directly or indirectly from the use of this product in the following conditions: 

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

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

2. Damage(s) or injuries caused by subjective intentional operations. Any mental damage compensation caused 

by accident. 

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

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

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

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

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

8. Damage(s) or injuries caused by continued flying after low voltage protection alarm is triggered. 

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

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

components have obvious faults, obvious defect or missing accessories). 

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

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

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

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

breeze), snow, hail, lightning, tornadoes, hurricanes etc. 

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

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

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

aircraft. 

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

15. Other losses that are not covered by the scope of OJ I Innovations liability. 

©2013 DJI Innovations. All Rights Reserved. 3 I 
Trademark 

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

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

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

any form without the prior written consent or authorization of DJI Innovations. No patent liability is assumed with 

respect to the use of the product or information contained herein. 

Certifications 

This product is approved with quality standards such as CE, FCC and RoHS. 

Symbol Instruction 

0 Forbidden(lmportant) Cautions Tip Reference 

©2013 DJI Innovations. All Rights Reserved. 4 I 
Assembly & Connection 

In the Box: 

Main controller Xl, PMU Xl, GPS Xl, GPS Bracket Xl, LED Xl, Servo Cable XB, Micro-USB Cable Xl, 3M Adhesive 

Tape. 

Step! Port Description 

For roll control (left/right) 

For p~ch control (fronUback) 

. For throttle control 

R: For rudder control 

U: For Control Model Switch 

X1: For gimbal pitch control/ For gain tuning 

For D-Bus(S-Bus/S-Bus2 compatible) I For gain tuning I For IOC 

For voltage monitor( Connect to PMU V-SEN port) 

Main Controller 

LED 

*ESC: Electronic Speed Controller 

V-SEN: Connect to Main Controller X3Port 

I:\ Important: the continuous output of the 

~ PMU is 3A@5V, and the maximum 

instant current is 7.5A. If PMU cannot afford 

the working current for your servos, please 

use an independent power supply; otherwise, 

it may cause the PMU safeguard and lead to 

the main controller reboot. 

©2013 DJI Innovations. All Rights Reserved, 5 I 

Main Controller 

PMU 

(Power Management Unit) 

GPS/Compass 
Step2 Assembly & Connection 

Step1 Prepare an aircraft, supported the following Mixed Types. 

The direction of the arrow in diagram indicates the rotation direction of the motor/propeller. 

Important : To coaxial propellers: Blue propeller is at TOP; Red propeller is at Bottom. Otherwise all propellers are at top. 

ESC & MC Connection 

Hexa-rotor Y Octo-rotor I Octo-rotor V 

M4 

Octo-rotor X 

Aircraft Main Controller 

M1-M1 

M2-M2 

M3-M3 

M4-M4 

M5-M5 

M6-M6 

M7-F1 

M8-F2 

Note: The NAZA-M V2 flight control system doesn't support Gimbal function when used on the Octo-rotor aircraft. 

For big aircraft that is larger than 650 or with heavy load, WKM is recommended. 

Main Controller(MC) ESCs & Motors 

Mount: (1)The DJI logo should face the sky, DO Please use the ESCs and motors recommended by the manufacturer 

NOT mount the MC upside-down. (2)The MC sides of your aircraft. We recommend you use DJI motors and ESCs (Refer 

should be parallel to the aircraft body. (3)The arrow to its manual for details). Connect all ESCs to MC by the motor 

should point to the nose direction of aircraft. (4)he numbering method introduced in mixed types Supported . 

MC is best positioned near the a ire raft's center of Important : If you use 3rd party ESCs, make sure the ESCs travel 

gravity. Make sure all ports are accessible. midpoint is at 1520us. DO NOT use 700us travel midpoint ESC, as it 

Tl p : It is recommended to fix the MC until all may lead aircraft to fly away or cause injury and damage. After ESCs 

wirings and configurations are completed, using 3M connection , calibrate ESCs one by one through the receiver directly 

Lli!.gu:::.:m:.:.::.:me.:;.::d~p::::a:.t:p~e.:.,r .t:.Pr:.::o:.:.v.:::id:.::e~d_;to:..:.:fix::...::.th.:::e;..;M.::C.:::.:.... -----II before connect them to your MC, Make sure program all of them into 

Governor off, Break off and Normal Start up to get best experience. 

Traditional Receiver 

S-Bus/S-Bus21PPM Receiver 

Power Supply 

Transmitter(TX) & Receiver(RX) 

(1)Refer to you TX Manual, setup the 1.---------------. 

Aileron, Elevator, Throttle, Rudder PMU Module 

channels on your TX first, and choose a 3- Mount : DO NOT attach the PMU on 

position switch as control mode switch. other device. Sufficient air flow over 

(2)Attach the matched RX to aircraft, then the PMU is highly recommended. 

connect your RX to the right ports on MC. Tip : If use with DJI multi-rotor, you 

The following diagram shows the can solder the power cable to power 

connection example for traditional RX. pads on frame bottom board. Please 

AILE A refer to DJI multi-rotor manual for 

ELEV E details. If use with 3rd part aircraft, 

(JR) THRO T MC you can make a connecter by 

RUDD R yourself to connect PMU and battery. 

3-posilion Switch U 

~A=~ 

. E (Futaba 

JHitec) 

Step3 Double Check 

T MC 

R 

u 

LED Module 

Mount : Make sure You can see the 

light during the flight. Leave the USB 

interface to be accessible. Use the 

3M gummed paper provided to fix. 

Gimbal 

Connect the gimbal servos to 

the ports of F1 and F2 if a 

gimbal is used, and use the 

software for configurations. 

Pitch 

(Optionai)GPS/Compass 

Mount : GPS/Compass is sensitive to 

magnetic interference, should be far 

away from any electronic devices. If 

you use your own mounting rod, 

make sure it is NOT magnetic! 

Procedures : 

(1)You should use epoxy resin AB 

glue to assemble the GPS bracket 

first. Mount the bracket on the center 

plate of craft. Position the bracket at 

least 10 em from any propeller. 

(2)The DJIIogo marked on the GPS 

should face the sky, with the 

orientation arrow pointing directly 

forward. then fix the GPS on the plate 

of the bracket (by 3M glue provided) . 

Tip : The GPS/Compass is packaged 

with a special indication line for 

mountin for the first time. 

In this step, turn on the transmitter, connect the battery to the PM U, and then watch the LED, if you can see the LED blinks ( GIUI®(It84188.86988>. the system is working. 

©2013 DJIInnovations. All Rights Reserved. 6 I 
Assistant Software Installation and Configuration 

l. Please download the driver and the Assistant installation software in EXE format from www.dji.com. 

2. Switch on the transmitter and then power on your autopilot system. 

3. Connect your autopilot system and PC via a Micro-USB cable. 

4. Open the driver installation software and follow the instructions to complete installation. 

5. Run the Assistant installation software and follow the instructions to complete installation. 

The installer in EXE format is supported on Win XP, Win7, Win8 (32 or 64 bit). 

l. Download the Assistant installer in DMG format from the download page of NAZA-M V2 on the DJI 

website. 

2. Run the installation software and follow the prompts to finish installation. 

3. When launching for the first time if use Launchpad to run the NAZA-M V2 Assistant Software, Launchpad 

won't allow access because the software has not been reviewed by Mac App Store. 

©2013 DJI Innovations. All Rights Reserved. 7 I 
4. Locate the NAZA-M V2 icon in the Finder and open the file by Control or right clicking the icon and 

selecting "Open" from the menu. 

5. After the first successful launch, double-clicking the NAZA-M V2 icon in the Finder or using Launchpad 

will open the application. 

' ~:iJi:::::::::::.::::::::::::.::.; 

·P'iteb ~~it 

.A::i····R~!1JJI1i~]~·. 

.(:Wita.iJit:.;., ... ,,. .• , .......... , ... , '"""c'·•"·'··•,··c··•··..,··c 

.f'r9~ctipt)swit;::ti:.··• 

·~w~~11ry~t~e~· .. B~tt.ery Type: 

fl~t ~:.i!V~" !'ffiite~tlii:ti:·. 

s:i\:i®!'ll:.ev.el f!@~(;tlc»J: 

,A Installer in DMG format is supported on Mac OS X 10.6 or above. 

~f-1£ 

NONE.·: 

P.i6Nri' 

:Nqt>il( 

NONE· ., , •<•~·- •. ~·";,.;·h:.:·,. :;:A.,n,,_ .. ,,"'.'. 

:t~ The NAZA-M V2 Assistant on Mac OS X and Windows are exactly the same. The Assistant appear in 

other places of this manual is based on Windows version. 

Step2 Configuration by Assistant on a PC 

l. Power on the PC. Make sure your computer is connected to the Internet for the first time you use. 

2. Switch on the transmitter first, and then power on the autopilot system. Connect the autopilot system to 

the PC with a Micro-USB cable. DO NOT break the connection until setup is finished. 

3. Run the Assistant Software. 

4. Observe the indicators on the left bottom of the software. ( •• They are the connection indicator and 

communication indicator in order.) If the communication indicator is blinking, that the software is ready, 

please go to next step. 

5. Select the "Info" option. Check the software firmware version. If the upgrade is available, you may update 

the assistant software. 

©2013 DJI Innovations. All Rights Reserved. 8 J 
6. Select the "Upgrade" option. Check the Jvlain Controller, GPS and IJvlU firmware version. 

7. Select the "Basic" option. Please follow step-by-step for your first-time-configuration. Basic configuration 

is necessary, including Jvlixer Type, Mounting, RC, and Gain settings. 

8. You can click the "Advanced" option for more parameter settings. Advanced setting is optional. There are 

settings of Jvlotor, FailSafe, Intelligent Orientation Control (IOC), Gimbal, Low-Voltage Alert, and Flight 

Limits. Read the instruction in the assistant software to obtain more details. 

9. Select the "Viewer" option to check all parameters. 

10. Then break the Jvlicro-USB cable, power off the aircraft. Finished. 

(1) You may be required to fill register information for your first-time-usage. 

(2) If the communication indicator is blue on, please double check the connections. 

(3) Basic configuration is necessary before you go to the "Basic Flying Test". 

(4) Users are required to install a Windows system, since the software can only run on Windows 

system. 

(1) If the firmware upgrade is available, please upgrade it by referring to the Firmware Upgrade 

in the Appendix. 

(2) This step is required to use together with the assistant software to obtain more details. 

Recommended Parameters 

Recommended Settings for using F330/F450/F550 

F550 DJI-2212 DJI-30A DJI-81nch 4S-3300 

©2013 DJI Innovations. All Rights Reserved. 9 I 

1530g 170 170 150 140 170 
·aasic Flying 

Control Mode Knowledge 

Please read the Control Mode Knowledge clearly before usage, to know how to control the aircraft. 

Different control modes will give you different flight performances. Please make sure you understand the features 

and differences of the three control modes. 

I GPS A TTl. Mode 1 I I A TTl. Mode ! Manual Mode 

l f-------------- ___________________________ ( With GPS Module ) ! ! .J __________________________ _L _____________________________ _ 

Rudder Angular ! 

i Maximum rudder angular velocity is 150" /s ____ Y.:~~~!~ ___ J ___________________________________________________________________________________________________ _ Command i 

: YES 

Linearity ! ----------------;-------------------------------------------------------------..,-·---------------·--------------------- ! j Max-angular velocity is 150" / s. 

Command Stick I Multi attitude control; Stick center position foro· i 

I l No attitude angle limitation Meaning I attitude, its endpoint is 35 •. j 

~ ~~ :~~~~~~~~;~~~,:,:,; 9'~~~~-r~~~~~~: ~~=- Stick Released i . ! Only attitude stabilizing. ! NOT Recommend 1 1s adequate. I I l--·--------------+------------------------·----·----·-----l---·----·---·---··---------·-+·----·----·------------------------

111 When GPS signal has been I Only performing attitude I 

I ' I ' I lost for 3s, system enters ! stabilizing without ! 

I I I 

GPS Lost 

i A TTl. Mode automatically. I position lock. ! -----------------t·------------------------------~-------·--.. ----·--·---··---·--1·---··------------·------------------ ! Attitude & speed mixture control ensures stability ! 

Depends on experience. 

r-----------------------------.,---------------------1 

I Enhanced Faii-Safe(Position ! Auto Level Fail-Safe i 

f I ~ i lock when hovering) I (Attitude stabilizing) I 

Safety r--------------------------------------------------~----------------------------------------

1 

I With GPS/Compass module and the failsafe requirements are satisfied, in each Control 

I Mode (including GPS Mode, A TTl. Mode, Manual Mode and IOC Mode), the aircraft will 

1--------------_j·------------------------------,---~';_t_~_!!:J_:_!~ilsa~:_~de. T---.. ----------·-----------------

Applications I AP work I Sports flying. ! --- · 

Start & Stop Motor Knowledge 

(1) Both Immediately Mode and Intelligent Mode are available in the Assistant Software: 

Advanced->Motor->Stop Type. 

(2) Stop Motor method is defaulted to Immediately Mode. 

Please get to know well about this section before flying. 

1 Start Motor: Pushing throttle stick before takeoff will not start the motors. You have to execute any one of 

following four Combination Stick Commands (CSC) to start the motors: 

©2013 DJI Innovations. All Rights Reserved. 1 0 I 
2 Stop Motor: We provide two options to stop motors in the assistant software: Immediately and Intelligent. 

(1) Immediately Mode: If you select this mode, in any control mode, once motors start and throttle stick is 

over 10%, motors will not stop immediately only when throttle stick is back under 10% the motors will 

stop. In this case, if you push the throttle stick over 10% within 5 seconds after motors stop, motors 

will re-start, CSC is not needed. If you don't push throttle stick after motors start in three seconds, 

motors will stop automatically. 

(2) Intelligent Mode: By using this mode, different control mode has different way of stopping motors. In 

Manual Mode, only executing CSC can stop motors. In A TTl. Mode or GPS A TTl. Mode, any one of 

following four cases will stop motors: 

a) You don't push throttle stick after motors start within three seconds; 

b) Executing CSC; 

c) Throttle stick under 10%, and after landing for more than 3 seconds. 

d) If the angle of multi-rotor is over 70 •, and throttle stick under 10%. 

Notes of Intelligent Mode 

(1) 

(2) 

In A TTl. I GPS A TTl. Mode, it has landing judgment, which will stop motors. 

Start motors in A TTl. I GPS A TTl. Mode, you have to execute CSC and then push throttle stick 

over 10% in 3 seconds, otherwise motors will stop after 3 seconds. 

(3) During normal flight, only pull throttle stick under 10% will not stop motors in any control mode. 

(4) For safety reason, when the slope angle of multi-rotor is over 70" during the flight in ATTI. I 

GPS A TTl. Mode (may be caused by collision, motor and ESC error or propeller broken down), 

and throttle stick is under 10%, motors will stop automatically. 

N o t eso fl n e t II" 1gen tM 0 d e &I mme d" aa t ely I M 0 d e 

0 (1) If you choose the Immediately Mode, you should not pull throttle stick under 10% during flight, 

because it will stop motors. If you do it accidentally, you should push the throttle stick over 10% in 

5s to re-start motors. 

(2) DO NOT execute the CSC during normal flight without any reason, or it will stop motors at once. 

A (1) If you choose the Intelligent mode, and the throttle stick is under 10%, this will trigger the landing 

Procedure, in any control mode. In this judgment, pitch, roll and yaw controls are denied except 

the throttle, but multi-rotor will still auto level. 

(2) In any control mode, DO NOT pull throttle stick under 10% during normal flight without any 

reason. 

~y~ (1) Any of these two cut off types will only work properly if TX calibration is correct done. 

(2) In failed-safe, CSC is denied by the main controller, motors will hold their state. 

©2013 OJ I Innovations. All Rights Reserved. 11 I 
S;epl Compass Calibration 

Without GPS module, please skip this step. If you use with GPS module, follow step-by-step for calibration. 

(1) DO NOT calibrate your compass where there is magnetic interference, such as magnetite, car 

park, and steel reinforcement under the ground. 

0 (2) 

(3) 

DO NOT carry ferromagnetic materials with you during calibration, such as keys or cell phones. 

Compass module CANNOT work in the polar circle. 

(4) Compass Calibration is very important, otherwise the system will work abnormal. 

Calibration Procedures 

1. Switch on the transmitter, and then power on autopilot system! 

2. Quickly switch the control mode switch from GPS Mode to Manual Mode and back to GPS Mode (or 

from GPS Mode to A TTl. Mode and back to GPS Mode) for more than 5 times, The LED indicator will 

turn on constantly yellow so that the aircraft is ready for the calibration. 

3. (Fig.l) Hold your Multi-rotor horizontal and rotate it around the gravitational force line (about 360°) until 

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

4. (Fig.2)Hold your Multi-rotor vertically and rotate it (its nose is downward) around the gravitational force 

line (about 360°) until the LED turns off, meaning the calibration is finished. r--.t.$ c~ "--=-~ l~ ·-,'-'!111~ .~ 

Fig.l Fig.2 

5. If the calibration was successful, calibration mode will exit automatically. If the LED keeps flashing quickly 

Red, the calibration has failed. Switch the control mode switch one time to cancel the calibration, and 

then re-start from step 2. 

~~w 1. 

"' 

2. 

3. 

4. 

(1) 

(2) 

a) 

b) 

c) 

(3) 

(4) 

When the GPS is abnormal, the Main controller will tell you by the LED blinking Red and Yellow 

alternately (~IMi'lll!l), disable the GPS Module, and automatically enter the aircraft into the 

ATTI. Mode. 

You don't need to rotate your multi-rotor on a precise horizontal or vertical surface, but keep at 

least 45 • difference between horizontal and vertical calibration. 

If you keep having calibration failure, it might suggest that there is very strong magnetic 

interference around the GPS /Compass module, please avoid flying in this area. 

When to do re-calibration 

The flight field is changed. 

When the multi-rotor mechanical setup has changed: 

If the GPS/Compass module is re-positioned. 

If electronic devices are added/removed/ re-positioned (Main Controller, servos, batteries, etc.). 

When the mechanical structure of the multi-rotor is changed. 

If the flight direction appears to be shifting (meaning the multi-rotor doesn't "fly straight"). 

The LED indicator often indicates abnormality blinking when the multi-rotor spins. (It is normal 

for this to happen only occasionally) 

©2013 DJI Innovations. All Rights Reserved. 12 I 
Step2 Assembly Checking List 

Please check each item, to make sure for safety. 

Any of the following mistakes will lead to a dangerous accident, double check all these items: 

(1) Rotation direction of motor is opposite 

(2) Infirm connection between the motor and the ESC 

0 (3) Wrong or infirm installation of Main controller 

(4) Wrong or infirm connection between the main controller and ESC. 

(5) Propeller installation mistake 

(6) Magnetization of the compass 

Make sure the following items are correct. 

(1) Make sure you have assembled your multi-rotor correctly. 

(2) Make sure you have done the configuration procedure correctly. 

(3) Make sure all connections are in good condition. 

(4) Make sure batteries are fully charged for your transmitter, autopilot system and all devices. 

Step3 Before Flight 

Carry out the following procedures (is based on Intelligent Mode of Motor Stop) to make sure all 

configurations are correct. Refer to the Appendix->LED Description for more LED details. 

l. Always switch on the transmitter first, then power on multi-rotor! 

2. Keep the aircraft stationary until the system start and self-check has finished (8e@l6HI»@lED8~e•••). 

After that, the LED may blink Yellow 4 times quickly(®®®®). Start motor is disable during LED blinking 

Yellow 4 times quickly(®®®®), as the system is warming up. 

3. After the 4 times Yellow LED disappears, toggle the control mode switch on your transmitter to make sure it 

is working properly. For example, LED blinks (® 888 ), which means the system is in A TTl. Mode and the 

GPS signal is worst Check it with LED indicator to specify the current working mode for MC. See following 

table for details about LED indicator; 

(1) There are Manual Mode and A TTl. Mode without a GPS/Compass module, no GPS signal status LED 

indicator. 

(2) After connecting to the GPS/Compass module, GPS A TTl. Mode is available, and GPS signal status 

LED indicator is available. 

©2013 DJI Innovations. All Rights Reserved. 13 I 
4. Keep the aircraft stationary, and then push both sticks to the left bottom or right bottom (shown as the 

following chart, defined as Combination Stick Commands (CSC)), to start the motors. 

5. Release the yaw, roll and pitch sticks and keep them at the mid point, and the throttle stick under the mid 

point. Then check whether all propellers are rotating correctly. 

6. Stop motors, power off the Multi-rotor. 

7. Make sure all settings and configurations are correct and then you can take off you aircraft. 

After power on, if abnormal LED Indicator occurs, please refer to the Abnormal LED instruction in the FAQ and 

aids troubleshooting. 

Ste,4 Flying Test 

1. Choose an open space without obstruction, tall buildings and crowds as flying filed. Place the aircraft 3 

meters away from you and others, to avoid accidental injury. 

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

after 6 or more GPS satellites are found (Red LED blinks once or no blinking). If in Manual Mode or ATTI. 

Mode, you can skip this step. 

3. Start-up 

(1) Switch on the transmitter first, then power on multi-rotor! Keep the aircraft stationary until the 

system start and self-check has finished. 

(2) Please wait for the system to warm up gradually with the LED blinks Yellow 4 times quickly 

(®®@)®).You should not start the motors until the blinking disappears. 

(3) Keep the aircraft stationary, and execute the CSC to start the motors. 

(4) Release the yaw, roll and pitch sticks and keep them at the mid point, at the same time raise the 

throttle stick from the bottom. The motors will stop if you do not push the throttle stick from the 

bottom within 3 sec and you will need to re-start the motors. 

(5) Keep raising the throttle stick until all the rotors are working, push the throttle stick to the mid point 

and then take-off your multi-rotor gently, pay attention not to push the stick excessively. 

(6) Pay attention to the aircraft movement at any time when flying, and use the sticks to adjust the 

aircraft's position. Keep the yaw, roll, pitch and throttle sticks at the mid point to hover the aircraft 

at the desired height. 

4. Lower the aircraft slowly. Pull the throttle stick to the bottom and then execute the CSC to stop the motors 

after landing. 

5. Please always power off the Multi-rotor first, and then switch off the transmitter after landing. 

©2013 DJIInnovations. All Rights Reserved. 14 I 
FLYING NOTES(VERY iMPORTAND!!! 

0 

(1) If the warm up waiting is longer than 2 minutes (the 4 times Yellow blink continues), please power 

off for 10 minutes, cold start, and then connect the assistant software, enter the "Tools" - > IMU 

calibration, carry out the Advanced calibration. 

(2) If you enable the Immediately Mode of Motor Stop; you should not pull throttle stick under 10% 

(3) 

(4) 

(5) 

during flight, because it will stop motors. If you do it accidentally, you should push the throttle 

stick over 10% in Ss to re-start motors. 

DO NOT execute the CSC during normal flight without any reason, or it will stop motors at once. 

Pay attention to the GPS satellite status LED indicator. Bad GPS signal may lead the aircraft to 

drift when hovering. 

DO NOT fly near to ferromagnetic substances, to avoid strong magnetic interference with the 

GPS. 

(6) Please avoid using GPS A TTl. Mode in the areas, where GPS signal is most likely bad. 

(7) If the LED flashes quickly Red then this indicates battery voltage is low, land ASAP. 

(8) If the transmitter indicates low-battery alarm, please land ASAP. In this condition the transmitter 

may cause the aircraft to go out of control or even crash. 

(9) In GPS ATTI. Mode, make sure that the home point is recorded when the GPS signal is well; 

otherwise the home point recording may be not so precise. 

(1) In ATTI Mode, throttle stick center position is for Om/s along the vertical direction. You should 

keep the position of throttle stick higher than 10% from cut-throttle during the flight! In any 

control mode, DO NOT pull throttle stick under 10% during normal flight without any reason. 

(2) It is recommended to land the aircraft slowly, to prevent the aircraft from damage when landing. 

~v~ ,.. (3) If Low-Voltage Alarm is set, the aircraft will act according to the configuration of the Assistant 

Software once Low-Voltage Alarm is triggered. Make sure you remember what you have set 

before. 

(4) If Fail-Safe function is set, the aircraft will act according to the configuration of the Assistant 

Software once Fail-Safe is triggered. Make sure you remember what you have set before. 

©2013 DJIInnovations. All Rights Reserved. 15 I 
Advanced Functions 

AI FailSafe 

An introduction of Go-Home and Landing. 

Stay hover 

Signal lost A 

Home-point: Before takeoff, current position of multi-rotor will be saved as home-point by MC automatically when 

you start the motors for the first time after 6 or more GPS satellites are found (red light blinks once or no blinking) 

for 10 seconds. 

A l. Please make sure to record the home-point before takeoff, and clearly know where it is. 

Note 2. During go-home the nose direction of the aircraft is facing toward the home-point, the aircraft is 

flying directly from the current position to the home-point. 

3. You can regain the control during the aircraft is hovering 15 seconds. 

The flowchart of failsafe and how to regain control 

This sectio~ will de~o~str~te the ~orking logic of failsafe and how to regain control. What triggered fails~ae 

The following descnpt1on IS effective only when: The aircraft behavior 

1. The aircraft is in flight. --after fail sate 

2. The GPS works normally and signal is good (<! 6 satellite, the LED blinks a single HQwto regain control 

red light or no red light). Precaution_s __ _ -----·------·-----------------:}1 ~ttitud~ Mode: (1) the aircraft will _level i~s a~titude Attitude Mode: In Attitude Mode as 

(~)The . ~ 1mmed1ately (2) 3 seconds later, failsafe IS tnggered and soon as you get signal you can~ aircraft aircraft will start to go home. (3) If signal is regained during regain control 

file~ far away, f-- 1 (1) or (2), it will resume normal flight immediately. 1 L · - TX IS on but the 

signal is weak. GPS Mode: (1) the aircr~ftwill slow down ;~d hove;~(2) if I ~----------------] 4 the signal is restored within 3 seconds (TX and receiver GPS Mode: switch the TX mode 

connected), the system will immediately return to normal . switch to A TTl, if the receiver is 

operation; does not enter failsafe. (3) if not reconnected f connected, then you will regain 

within 3sec, the system will enter failsafe, then even if the control. 

signal is restored, the system will not exit failsafe. -·---·---·---·---·---·---·---·-- !........-~-·-------· ............... --·----------------.......................... ------------------------------·-----·-------------::.::---·- -- -- -- ·- ·- (~T urn ° ff th e -1 '" 

the thimre, 

above condition. 

th'beh.;;oc Ott..e ''''""' r;tt;, ~m.,;J;> you 

ff yoochoore must 

to t"'" off th' ~ be pretty sure that you 

TX (we a:~ume If you want the aircraft to Return Home, please do not turn f-+ know how to regain control. Here 

f~u wa~ .

1 ° f ) the TX back on within 3 seconds*, otherwise the aircraft we offer a method, please read 

ngger al sa e will exit failsafe mode immediately. carefully. - ' --- . r.:-:;--· v We stron~ly recommend you DO NOT try th1s, because there are three When you turn off the lX, use the following 

types of nsk: method to regain control: 

(1) You must be pretty clear whether the Home-point is OK for landing or (1) Switch the TX switch to GPS. 

oot. \""" h•~ to """~"""d the defl,ltloo of Home-pol"t ~II'"" th' ~~ '"d th'" P"t thmttl' to th' ''"te' workmg process of f~1ls~fe) . position(greater than 3sec after switching off, 

(2) If there are tall bUIIdmgs around, the a1rcraft may be obstructed on the important), you can now turn the TX back on. 

way. . . . . . . (3) then you can switch the TX Control mode (3) When GPS s1gnal1s bad or GPS 1s not workmg, failsafe Will not work. switc~ to A TTl to regain control. 

Note: if you start the motors, but do not push the throttle to take-off the aircraft, in this case it is very dangerous to turn 

off the TX, because the aircraft will take off automatically, so do not try this. 

*If signal lost for more than 3 seconds failsafe will be triggered, if signal regained within 3 seconds it will exit failsafe immediately. 

©2013 DJI Innovations. All Rights Reserved. 16 I 
A2 Low-Voltage Alert 

In order to prevent your multi-rotor from a crash or other harmful consequences caused by low battery voltage, 

there are two levels of low voltage protection available to use. You can choose to use or not to use them; however 

we strongly recommend using the protections if available! Low-Voltage Alert is to indicate that the battery cannot 

provide enough power for the aircraft, in order to warn you to land the aircraft ASAP. You can configure this 

function in the assistant software, and please read the text in the software carefully before your flight. Make sure to 

carry out the Current Voltage Calibration. 

There are both first level and second level protections. The first level protection has LED warning. During second 

level protection the aircraft will land automatically with LED warning. Meanwhile the center point of throttle stick 

will move up slowly to 90% of endpoint, you should land ASAP to prevent your aircraft from crashing! 

It is not for fun, you should land your aircraft ASAP to prevent your aircraft from crashing or other harmful 

consequences!!l 

(1) Configure the FailSafe function in the assistant software -> "Advanced" -> "F/S" and read the 

instruction thoroughly and carefully. 

(2) Configure the Low-Voltage Alert function in the assistant software -> "Advanced" -> "Voltage" 

and read the instruction thoroughly and carefully. 

~----------------·----

©2013 DJI Innovations. All Rights Reserved. 17 I 
A3 Intelligent Orientation Control (IOC) Flight (with GPS module) 

Definition of Forward Direction: 

Multi -rotor will fly along this direction when you push the elevator stick(~). 

Step/Before You Start 

Usually, the forward direction of a flying multi-rotor is the same as the nose direction. By using IOC, wherever the 

nose points, the forward direction has nothing to do with nose direction. The red and blue arrows on the transmitter 

are corresponding to pitch and roll operations in the following diagram. 

• In course lock flying, the forward direction is the same as a recorded nose direction. All the following 

requirements are met: the autopilot system is in A TTl. Mode or GPS A TTl. Mode. 

Normal flying Course Lock Flying 

• In home lock flying, the forward direction is the same as the direction from home point to multi-rotor. All the 

following requirements are met: 6 or more GPS satellites are found, in GPS A TTl. Mode, and the aircraft is 

further than 10m away from the home point. 

Normal flying Home Lock Flying 

Step2IOC Switch Setting 

Before using the IOC function, you have to choose a 3-position switch on your transmitter as the IOC switch, which 

is also used for recording the orientation, home position in corresponding modes. Refer to the assistant software; 

click the "Advanced" to find the "IOC''. 

The above table is for example. The function of the switch position may be reversed since the 

normal/reversed setting of the switch channel. Toggle the switch and observe the slider position of 

channel X2 on the assistant software screen, the corresponding area should turn blue. 

©2013 DJI Innovations. All Rights Reserved. 18 I 
Step3 Method of Forward Direction and Home Point Recording 

If you use the IOC function, please be aware of the Forward Direction of Course Lock Flying, and the home point of 

Home Lock Flying. There are two ways to record the forward direction and the home point: Manually and 

Automatically. You may choose any one record method. The LED will blink Green quickly if successfully recorded. 

Automatically 

Manually 

30 seconds after you power on the 

autopilot system. 

30 seconds after you power on the 

autopilot system. Toggle the IOC switch 

from Off to Course Lock, and back to Off 

3 to 5 times. 

Before takeoff, the current position of the aircraft 

will be saved as home point when you start the 

motors for the first time after 6 or more GPS 

satellites have been found for 10 seconds. 

After 6 or more GPS satellites have been found. 

And the aircraft can be hovering. Toggle the IOC 

switch from Course Lock to Home Lock, and back 

to Course Lock 3 to 5 times. 

DO NOT toggle the switch between Off to Home Lock, since it may change the recording of the 

Forward Direction of Course Lock. 

Step410C Flying Test 

Then you can do Course Lock and Home Lock flying test. 

Carry out an IOC flight by the following procedure. The Control Mode LED will blink Yellow and Green 

alternatively (M) to indicate the IOC mode only when the main controller is really to fly in Course Lock, Home 

Lock modes. 

Course Lock 

Switch Setting 

Home Lock 

Switch Setting 

Record the 

Forward 

Direction 

Record the 

Home Point 

Set Control Mode switch at 

GPS or A TTl. position, 

Toggle IOC switch from OFF 

to Course Lock n 

Set Control Mode switch at 

GPS position, 

Toggle IOC switch from OFF 

to Home Lock nn•<~tor>n 

Toggle IOC switch 

to OFF position 

Toggle IOC switch 

to OFF position 

Toggle IOC switch 

from OFF to Course 

Lock position 

Toggle IOC switch 

from OFF to Home 

Lock position 

---11.. """"'"""' ---,. Aircraft moving direction when pull pitch stick Aircraft moving direction when pull roll stick 

•Home point > Aircraft (the arrow is pointing to the direction of the aircraft nose ) 

©2013 OJ I Innovations. All Rights Reserved. 19 I 
IOC FLYING NOTES !! ! 

0 (1) When Multi-rotor is flying by home lock far away from you and the home point, please DO NOT 

toggle the IOC switch many times quickly so as to avoid the change of home point without your 

attention. 

(1) Home lock flying requires that 6 or more GPS satellites are found and the aircraft is further than 

lOrn away from the home point. 

(2) If the IOC flying requirement is not satisfied, the autopilot system will quit IOC control mode. 

(1) 

Please be aware of the LED indicator, to know the current control mode of the autopilot system. 

Blinking indications of IOC f) Gl are: 

a) Before motors start: f) 8 blink, all sticks (except throttle stick) return to center; 

f) Gl 8 blink, stick(s) (except throttle stick) not at center. 

b) After motors start and throttle stick is over 10% in 3 seconds: @)CD blink, all sticks 

return to center; 8 8 II blink, stick(s) not at center. 

(2) Before you do the home lock flight, you have to fly the aircraft out of the 10m range around 

home point, and then flip the IOC switch to Home Lock position to fly in home lock when all the 

requirements are met. If you have already toggled the IOC switch to Home Lock position when 

the aircraft is still in 10m range around home point, and this is the first time you are going to fly 

in home lock during the current flight, then if all the requirements are met, the main controller 

will change into home lock automatically when Multi-rotor flies out the 10m range around home 

point. 

(1) When flying in Home Lock mode, if any of the following situations happen, then the 

system will quit Home Lock flying and automatically enter Course Lock flying. The aircraft 

will fly in Course Lock using the earlier forward direction. 

a) The aircraft fly's within 10m range of the home point. 

b) You toggle the control mode switch to the A TTl. Mode. 

c) The GPS signal becomes bad (The GPS signal LED is blinking Red twice or three 

times). 

(2) We suggest that you should know clearly which flight lock method you are going to fly, 

and you know the locked forward direction or home point, before you switch on IOC 

mode during the flight. 

©2013 DJI Innovations. All Rights Reserved. 20 I 
A4 Receiver Advanced Protection Function 

You are asked to enable this function by connecting to the Assistant Software, please set it at the section of 

Basic->R/C-> Receiver Advanced Protection. 

If you choose enable it, the FailSafe will be triggered if the following situations occur during flight. 

According to the difference of the aircraft height, there are two situations. 

a) Lower than lOOm, the A/E/R channel is not at the mid point. 

b) Higher than lOOm, the A/E/R channel is not at the mid point or the throttle stick is above the mid point. 

In the GPS Mode or A TTl. Mode, if the requirement a) or b) is satisfied, and the output data of four channels 

A/E/R/T have not changed for 20 seconds, then the aircraft will hover automatically. After that, if the output data 

of four channels A/E/R/T still do not any changes and last for 10 seconds, the autopilot system will think that the 

data from receiver is abnormal, and then enter the FailSafe Mode. 

Brief introduction of how to quit the FailSafe Mode 

If there is any command change from the receiver, the autopilot system thinks that the receiver is regained. In A TTl. 

Mode and Manual Mode, it will quit the FailSafe Mode automatically. In GPS Mode, please toggle the control mode 

switch to the A TTL Mode and Manual Mode position to regain the control. Refer to the FailSafe section for more 

details. 

©2013 DJIInnovations. All Rights Reserved. 21 I 
AS Flight Limits 

The flight limits function is default enabled in the NAZA-M Flight control system, it's aimed to restrict the flying 

height and distance of -the aircraft. The Max Height restricts the vertical distance between the aircraft and the 

Home point, the Max Radius restricts the horizontal distance between the aircraft and the Home point. 

The default Max Height is 2000m and Max Radius is 2000m. Users can write the values of the Max Height and Max 

Radius in the Assistant software, the range of the Max Height is lOm-lOOOOOm, the range of the Max Radius is the 

same. So that the aircraft will fly in the entered range, which is a cylinder space above the Home point. 

Max 

Height 

------ ... Max' 

Home Radius ' Point~------+r------------

(1) Height Limit works when the control mode is GPS or A TTl. Mode. Radius Limit works when the 

control mode is GPS and the satellite number ~6. 

(2) If the aircraft flies out of the limits, it's still controllable except flying further away. 

(3) If the control mode is changed to GPS when the aircraft is out of Max Radius, the aircraft will fly 

back within the entered range. 

(4) The Failsafe and the Ground Station operations are not restricted to the Flight Limits. 

©2013 DJI Innovations. All Rights Reserved. 22 I 
<) 

Appendix 

Built-In Functions 

Supported Multi-rotor 

Working Voltage Range 

Dimensions 

©2013 DJI Innovations. All Rights Reserved. 23 I 

(1) Three Modes of Autopilot (4)S-Bus/S-Bus2 Receiver Support 

(2)Enhanced Fail Safe 

(3)Low Voltage Protection 

• Quad-rotor 14, X4; 

(S)PPM Receiver Support 

(6)2-axle Gimbal Support 

• Hexa-rotor I 6, X6, IY6, Y6. 

• Octo- rotor 18, V8, X8 

• MC: 4.8V- 5.5 V 

• PMU Input: 7.4V- 26.0 V (recommend 2S- 6S LiPo) 

Output(V-SEN port red wire): 3A@SV 

• MC: 45.5mm x 32.5mm x 18.5mm 

• GPS/Compass: 46mm (diameter) x lOmm 

• PMU : 39.5mm x 27.5mm x lO.Omm 

• LED : 25mm x 25mm x 7.0mm 
I 

! . 

fo!C/PMU Firmware Upgrade 

Please follow the procedure for software and firmware upgrade; otherwise the system might not work properly. For 

SAFETY REASONS, DO NOT use power battery during firmware upgrade. 

1. Make sure your computer is connected to the Internet. 

2. Please close all the other applications during the firmware upgrade, including anti-virus software and 

firewall. 

3. Make sure the power supply is securely connected. DO NOT un-plug the power supply until firmware 

upgrade has finished. 

4. Connect system to PC with Micro-USB cable, DO NOT break connection until firmware upgrade is 

finished. 

5. Run Software and wait for connection. 

6. Select IUpgradel option-7Check the MC and PMU Firmware Version. 

7. DJI server will check your current firmware version, and get the latest firmware prepared for the unit. 

8. If there is a firmware version more up-to-date than your current version, you will be able to click to 

update them. 

9. Wait until Assistant software shows "finished". 

10. Click IQEj and power cycle the unit after at least 5 seconds. 

11. Your unit is now up-to-date. 

(1) After firmware upgrade, please re-configure the system using Assistant software. 

(2) If firmware upgrade failed, the system will enter waiting for firmware upgrade status 

automatically, please try again with the above procedures. 

(3) Select lupgradel option-7Check the GPS Firmware Version, online upgrade is disable. 

©2013 DJI Innovations. All Rights Reserved. 24 I 
GPS Signal State Indicator 

( GPS/Compass Module is necessary ) 

GPS Signal is Best(GPS Satellite number> 6): None 

GPS Signal is Weii(GPS Satellite number= 6): • 

GPS Signal is Bad (GPS Satellite number= 5): 88 

GPS Signal is Worst (GPS Satellite number< 5): 8QI6» 

•••••••••••••••••••• 

*You can figure out the error by connecting the autopilot system to the assistant software. 

©2013 DJI Innovations. All Rights Reserved. 25 I 
Instruction of Vl (also known as NAZA-M) 

Vl (also known as NAZA-IVI) system is different from V2 system, if you are Vl system user, please read the following 

text carefully, and refer to the other text in this Guide for usage details (including Assistant Software Configuration, 

Basic flying, Advanced Function Appendix and FAQ, etc.) . 

VI Assembly and Connection 

Connect the Vl system according to the following chart. 

RIC System 

RIC Receiver 

(JR) 

(Optional) GPS/COMPASS 

GPS/Compass is sensitive to magnetic interference, should be far away from any electronic devices. 

You should use epoxy resin AB glue to assemble the GPS bracket first as the figure 

previous page. 

Mount the bracket on the center plate of craft firs~ then fix the GPS on the plate of the bracket 

3M glue provided). The GPS is sensitive to vibration interference, so position the bracket at least 

em from any rotor. 

The DJI logo marked on the GPS should face the sky, with the orientation arrow pointing 

forward. The GPS/Compass is packaged with a special indication line for mounting for the 

If you are uncertain whether materials near the GPS/Compass module are magnetic or no~ 

use a compass or magnet to check illf you use your own mounting rod, make sure it 

magnetic! 

vu Do not mount it on any other electronic devices. Make sure You 

can see the LED light during the flight. 

If use with DJI mu~~rotor. you can solder the VU power cable to 

power pads on frame bottom board. Please refer to DJI 

manual for details. 

If use with 3'd part multi-rotor. you can make a connecter 

yourse~to connectVU, ESCs and battery. 

Sufficient air flow over the VU is highly recommended. 

• Motors and ESCs in DJI multi-rotor ktt are recommended. 

• Please make sure you are using the ESCs and motors 

recommended by the manufacturer of your mu~i rotor first. NAZA 

output is 400Hz refresh frequency. 

• If you use 3,.0 party ESCs, ple.ase make sure the ESCs travel 

midpoint is at 1520us. DO NOT use 700us travel midpoint ESC, 

os n: may lead aircraft to fly away or c~wse injury and damage. 

After connet:.i ESCs to motors, calibrate all your ESCs one by one 

through the receiver directly before connect tham to your MC, 

Make su;e program allot· them into Governor off, Break off and 

Important the contmuous 

output of the VU is 3A@SV. and 

t e maximum instant current is 7.5A. If 

the V U cannot afford the working 

current for your servos, please use an 

independent power supply. otherwise, 

it may cause the V U safeguard and 

lead to the main controller reboot. 

MC 

Please use 3M gummed paper provided To mount MC, and 

MC parallel to the aircraft horizon. 

The output ports of MC (the right side in figure) should point to 

the front of multi-rotor. You' d better put MC at the g 

center of multi-rotor. Please make sure all ports are 

when installing the MC so as to facilttate wiring 

configura~on. 

In three-pin ports, pins near the nicks are signal pins. 

Alter choosing a location to mount the MC, it is 

recommended that you DO NOT mount the MC 

until all wirings and software configurations are completed. 

VI is compatible with the PMU V2 (Accessory of Naza-M V2) 

Vl system is compatible with the PIVIU V2 of V2 system; please carry out the following connection. The other 

modules connection is the same as before. 

Important: You are asked to upgrade your Firmware version of Vl MC to V3.10 or above, as the PUIVI V2 can only 

work with the !VIC of version 3.10 or above. 

Take negative 

power supply 

©2013 DJIInnovations. All Rights Reserved. 26 I 
V7 Port Description 

Please remember the function of each port, which may help you to use the Naza-tvl efficiently. 

V-SEN V-SEN port: To the X3 port of the main controller, for monitoring battery voltage and supplying 

power 

• Orange wire (signal wire) output: ±3.3V 

• Red wire (power wire) output: 3A@5V 

©2013 DJI Innovations. All Rights Reserved. 27 I 
Built-In Functions 

Supported Multi-rotor 

Working Voltage Range 

Dimensions 

©2013 DJI Innovations. All Rights Reserved. 28 I 

• Three Modes of Autopilot 

• Enhanced Fail Safe 

• Low Voltage Protection 

• S-Bus/ S-Bus2 Receiver Support 

• PPM Receiver Support 

• 2-axle Gimbal Support 

• Quad-rotor 14, X4; 

• Hexa-rotor I 6, X6, IY6, Y6. 

• Octo-rotor 18, VB, XB (Upgrade the MC Firmware to 

V3.10 or above) 

e MC: 4.8V - 5.5 V 

• VU Input: 7.2V - 26.0 V (recommend 2S - 6S LiPo) 

Output(V-SEN port red wire): 3A@5V 

e MC: 45.5mm x 31.5mm x 18.5mm 

• GPS & Compass: 46mm (diameter) x 9mm 

• VU: 32.2mm x 2l.lmm x 7.7mm 
f!AQ 

Abnormal LED Indication List 

During the Checking Procedure, if abnormal LED Indicator occurs or even the system cannot work normally, please 

refer to the following list and aids troubleshooting. 

(1) "System initializing and self-checking LED flashes" are not correct (tlfD®fHI®88®8G&•e Red LED 

appears in the last four green flashes). The autopilot system works abnormally. Please contact your 

dealer. 

(2) LED blinks Yellow 4 times quickly (@l®CD®). The system is warming up. You cannot start the motors until 

the 4 rapid yellow flashes disappear. If the warm up waiting is longer than 2 minutes, please power off for 

5 minutes, cold start, and then connect the assistant software, enter the "Tools"-> IMU calibration, carry 

out the Advanced calibration. 

(3) After the system start and self-checking has finished, if the LED blinks Red, Green and Yellow (0®®) 

continually. Sensor error is too big. Please connect the assistant software, enter the "Tools" - > IMU 

calibration, carry out calibration. 

(4) At the first motors start, the system will check the sensors Bias and you are asked to keep the aircraft 

stationary (no need of horizontal level}. If you cannot start the motors and the LED blinks Green 6 times 

quickly (CUI!&GSGO ), it means that the sensor error is too big. Please connect the assistant software, 

enter the "Tools"-> IM U calibration, carry out basic calibration. 

Note: after the first successful motors start, this checking will be disabled and it is no need any more to 

keep the aircraft stationary during starting motors. 

(5) The system blinks Red LED quickly during flying. Low-voltage protection is triggered. Please land the 

aircraft ASAP. 

(6} The system blinks Yellow LED quickly during flying. FailSafe Mode is triggered. Pay attention that there is 

no tall buildings and trees to block your aircraft during go-home. 

(7) The LED blinks Red and Yellow alternately (-11). Compass error is too big. 

a) There may be a ferromagnetic substance close to the Phantom. Lift the aircraft up about lm from 

the ground, ifthere is no Red and Yellow flashing, then it will not affect the flight. 

b) Otherwise, re-calibrate the compass. 

c) If re-calibration does not work, please connect to the Assistant Software, select the "Tools" and 

follow the tips to carry out the required operation. 

Fix the TBE {Toilet Bowl Effect) Problem 

When flying in GPS A TTl. Mode and the compass calibration has been done correctly, should you find the aircraft 

rotating (Toilet bowl effect), or drifting when hovering. Please check the GPS module mounting orientation and then 

©2013 DJI Innovations. All Rights Reserved. 29 I 
,, 

re-do the compass calibration. Carry out the following procedure to re-mount the GPS module. 

In the following diagram (view from the top), the aircraft can appear to be rotating in both clockwise and 

counter-clockwise direction, please re-mount the GPS module correspondingly . 

.,... - "":3 is the rotating direction of aircraft, ~is the nose direction of aircraft, 

..... is the arrow direction on the GPS module, 0 is the offset angle for GPS re-mounting(about 10N30°) 

Clockwise rotating GPS re-mounting 

;if/ .. -~".l.l\ 

.,.-~ 

\ 

,.::. 

Should you find the multi-rotor does not track straight in forward flight 

Please carry out several more courses, the system will fix it automatically. 

Motors Start failure caused by TX stick(s) mid point error too big 

If the TX stick(s) mid point error is too big, Motors Start will fail when you execute the Combination Stick 

Commands (CSC) and lead to the aircraft will not takeoff.. And the LED will blink Red four times per second 

continually to warn you. 

TX stick(s) mid point error too big can be caused by the following reasons: 

(1) There is TX stick (except the throttle stick) not at center when power on the autopilot system. 

(2) The TX sticks has been trimmed, which leads to the large deviation of mid point. For example, the 

SUB-TRIM has been adjusted for Futaba transmitter. 

(3) The TX stick(s) travel has larger asymmetry. 

For the reason (1), please put all TX sticks at the mid point, and then power cycle the autopilot system to 

re-record the mid point. If the problem continues, that can be caused by the reason (2) or reason (3), yo 

u need to adjust the output range of your TX, and then use the Assistant Software to redo the TX cali 

bration. Please carry out the following procedures. 

(1) Connect to the Assistant software, click Basic-> R/C-> Command Sticks Calibration, and push all TX 

sticks throughout their complete travel range to see if any stick cannot reach its largest position. 

(2) Adjust the largest travel of TX stick until the cursor on the Assistant software can reach both end 

positions, according to your TX manual. 

(3) Power cycle the autopilot system, note that power cycle is required. 

(4) Redo the TX calibration according to the Assistant software. 

©2013 OJ I Innovations. All Rights Reserved. 30 I 
Attitude Controllable When One Motor Output is Failed 

For Hexa-rotor, including Hexa-rotor I, Hexa-rotor V, Hexa-rotor IY and Hexa-rotor Y, aircraft is attitude controllable 

when one motor output is failed. 

The NAZA-M can still control the attitude of the Hexa-rotor for a safe landing when one motor output of the 

Hexa-rotor has failed, for example, one motor is stopped or one propeller is broken, etc. 

The control mode of NAZA-M should be in Atti. Mode or GPS Atti. Mode. The aircraft will rotate, due to an 

imbalance of torque; however, it can still be controlled by the Transmitter. 

Select Course lock or home lock mode for flying the aircraft into a safe area to land when the aircraft is far away or 

the attitude can't be recognized. Even when the multi rotor is rotating, using Course lock or home lock mode will 

allow you to move the multi rotor in the corresponding Transmitter stick direction. 

©2013 DJIInnovations. All Rights Reserved. 31 I 
When used with other DJI products 

The NAZA-M system communicates with other DJI products (e.g. H3-2D gimbal, BTU module, iOSD mini and iOSD 

Mark II) via the CAN-Bus port (':!fJiil) of the NAZA PMU V2. You can plug new DJI products into any spare CAN-Bus 

port, since CAN-Bus ports on NAZA-M, CAN HUB, GCU, iOSD mini, iOSD Mark II and 2.4G Bluetooth Datalink are 

the same for the communications. 

When there are not enough CAN-Bus ports for additional DJI products, then a DJI CAN HUB module is 

recommended. The following diagram is for your connection reference. 

ZENMUSE H3-2D 

••• -l.i 

-

BTU 

••• 

.;.~ 

..... - /INC;. 

·- lf)fA'fll 

~1AV2I il IOSD i:: 

11111111l1UIIillliiib 

MAR!( II 

i} ~ 

Fig.l Used with iOSD Mark II 

ZENMUSE H3-2D 

-

CAN HUB 

TM•n<ll:ll'll1JDJl, • 

Fig.2 Used with CAN HUB 

©2013 DJI Innovations. All Rights Reserved. 32 I 

BTU 
(1) 

CAN HUB 

1:/11 -rnam~cmaoJJ. 

Fig.3 Use a CAN HUB to connect the 2.4G Bluetooth Datalink 

2.4GOATAUNK 

iiKii!l.llli 

Users can use the NM Assistant on the mobile device when a BTU module is connecting with the 

Ground end of the2.4G Bluetooth Datalink (No need to connect another BTU module to the 

Flight control system). 

©2013 DJI Innovations. All Rights Reserved. 33 I 
Appendix C 

Ace Pilot Training Operations Manual 

Pre-Flight Procedures: 

1. Remove sUAS from storage case. Inspect propellers for cracks, chips or damage. 

if necessary 

Replace 

2. Remove and Check batteries with voltage meter to insure fully charged and ready to use. 

3. Inspect remaining batteries for damage or leakage that may affect proper operation. 

4. Install Batteries into sUAS, Controller, and Camera. Test sUAS and controller. 

5. Check weather forecasts for wind advisory or other conditions that my impact flight. 

6. Verify five (5) mile radius map for airport/heliport locations. 

7. Verify Pilot and Observer has Proper Identification and Flight Plan/ Activity Plan 

8. Inspect flight area for the following: 

a. Location of light poles 

b. Proximity to utility wires 

c. Vicinity of trees 

d. Flocks of birds that may cause interference and potential flight impact 

e. Vicinity of any elevated obstructions that may pose potential flight hazard 

f. Optional point of control for best visual site of UAS while in flight 

g. Inspect area for best and safest point of takeoff and landing 

Flight Procedures: 

1. Takeoff and land from same location 

2. Remain alert to birds, sound or aircraft, curious public, and approaching vehicles 

3. Do not allow anyone to engage in conversation or distract the PIC or Observer 

4. Restrict flight to minimal elevation sufficient to achieve desired results 

5. Remain prepared for emergency landing at all times 

6. Monitor flight time 

7. Always set a timer as a safety alert to provide 25% power remaining upon landing 

8. Land UAS and shut down propulsion immediately following landing 

9. Properly disassemble and repackage components into their respective cases