### 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 features

### 1. 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 and 1 

### assuming normal cruising speed 1 

### 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 §91.151 1 

### 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. Rather 1 

### 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 such 1 

### 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 months 1 

### 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_ v1.26ANTOIndexINDEX.........................................................................................................................2AdvancedManualAlSOFTWAREANDDRIVERINSTALLATION••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••3A2CONFIGURATIONANDFIRMWARE&SOFTWAREUPGRADE.....................................3v1.4A3LINKINGTHETRANSMITTERANDRECEIVER............................................................42013.03.22RevisionA4CHANGINGTHECONTROLMODEOFTHETRANSMITTER•••••••••••••••••••••••••••••••••••••••••5ASTRANSMITTERCALIBRATION••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••7A6MOUNTCAMERAANDCAMERAFRAME.................................................................8A71NTELLIGENTORIENTATIONCONTROL(IOC)FLIGHT(WITHGPS&COMPASSMODULE)•••••••••••••••••••••••••••••••••.•.••••.•.•••.•.•••••••••..••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••.9ABMAINTENANCE•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••11@2(ll3DJJAllRight<:IIi_")20l3D.flTruwv<Hicns.AllRigb21A 1SoftwareandDriverInstallationMakesuretousetheNAZA-Massistantsoflvvareof2.0version(orabove2.0)tocarryoutfirmwareupgmdeandparameterconfiguration.DONOTusetheNAZA-Massistantsoftwarebellow2.0version.1.2.PleasedownloadthedriverpJIDriverInstalledandNAZA-MassistantsoftwarefromthePHANTOMpageofDJIwebsite(http://www.dji-innovations.com/products/phantom'downloadsl).ConnectthePHANTOMandthePCviatheUSBcable,poweronthePHANTOMsystem.3.RunthePJIDriverInstalled.andfollowtheinstructionsstrictlytofinishinstallation.4.Runtheassistantsoftwareinstaller,andfollowtheinstructionsstrictlytofinishinstallation.A2ConfigurationandFirmware&SoftwareUpgrade1.Poweronyourcomputer.MakesurethecomputerisconnectedtotheInternetforthefirsttimeyouuse.2.Switchonthetransmitterfirst,thenpowerontheaircraft.ConnecttheaircrafttothePCwiththeiUSBcable.DONOTbreaktheconnectionuntilconfigurationorupgradeisfinished.'3.Pleaserefertothe"Assembly&Configuration->Siep3"sectionofNAZA-MQuickStartGuidetogetthedetailofassistantsoftwareusage.4.Refertothe"Appendix->Firmware&AssistantSoftwareUpgrade"sectionofNAZA-MQuickStartGuidetogetthedetailofassistantsoftwareusage.5.IfManualModeisrequired,pleaseselect''Manual"fromthedropdownlistofBasic->RC->ControlIModeSwitchintheassistantsoftware.Refertothe"FlyingTest->Step1ControlModeKnowledge"IsectionofNAZA-MQuickStartGuidetogelthedetailabouttheManualMode.DJITruwvaticns.AH31A3LinkingtheTransmitterandReceiverThelinkingofthetransmittertothereceiverofthePHANTOMwascarriedoutbeforetheyleftthefactory.ffnecessaryyoucanlinkthetransmittertothereceiverasfollows,forexampleyoureplacethetransmitter.ThedefauHreceivertypeisPPM.DONOTusP.thePf-'.ANTOMtransmitl.er(receiver)vi.!hihethirdpartyremoteC'.onlrolequipment.1.PleaseremovethehousingbyreferringtothesectionofASMaintenance->RemovetheHousing.2.Locatethereceivermoduleaccordingtothefollowingfigure.3.Afterpoweringontheaircraftandthetransmitter,iftheLEDindicatorofthereceiveronthecontrolboardislitsolidred,thismeansthereceivercurrentlyhasnoconnectionwithanytransmitter.4.PressdownthelinkbuttonformorethantwosecondsuntiltheLEDindicatorblinks,thenreleasethebutton.5.Pushthethrottleslicktothelowestpositionandtumonthetransmitter.TheniftheLEDindicatorofthereceiverturnsoff,thelinkbetweenthetransmitterandthereceiverhassucceeded.(LinkingoperationcanbedoneonlywhentheLEDindicatorofthetransmitterchangestoblinkingred.)Note:•Ifthetransmittercan'tenterthelinkingmode,pleasecheckthatthethrottlestickliesinthelowestposition.•YoucanuseyourRICsystemnormallyonlyafterthelinkingisdonesuccessfully.Receiver©2013DJITnnov<ilicus.AllRigbtr::41A4ChangingtheControlModeoftheTransmitterYoucanchangetheoperationmodeofthetransmitteraccordingtothefollowingproceduresifnecessary.(TheoperationmodeofMode1andMode2areshownasbelow.)MakesuretocarryouttheA5TransmitterCalibration,iftheControlModeoftheTransmitterischange-d.ilI!I'l.l_,./Mode1:IllThrottle,itcannotholdthecentralpositionwhenreleased.1!11Roll,itcanreturntothecentralpositionwhenreleased.1111Pitch,itcanreturntothecentralpositionwhenreleased.11!1Yaw,itcanreturntothecentralpositionwhenreleased.Model2:fi)Throttle,itcannotholdthecentralpositionwhenreleased.11!1Roll,itcanreturntothecentralpositionwhenreleased.11!1Pitch,itcanreturntothecentralpositionwhenreleased.ii!DYaw,itcanreturntothecentralpositionwhenreleased.1.RemovetherightThrottleRatchetplateandtheRatchetNut.AssembletheRatchetNuttotheNutHoleLocation,andfiXtheThrottleRatchetontotheRatchetNutandtheScrewHoleLocation.AdjustthescrewheightoftheThrottleSupporttochangethetension,soastogiveyoutherequiredoperatingfeel.2.RemovetheleftCenteringUnitandtheCenteringSpring.AssemblethemtothecorrespondingpositionoftheRightpart(Closetothemiddlelocationofthetransmitter).ThenadjusttheheightoftheAdjustingScrew,soastogiveyoutherequiredoperatingfeel.(Note:BecarefulnottoexcessivelytensionthespringwhenmovingandfiXing,toavoiddamage.)3.ExchangetheconnectorsofChannel2(AIN2)andChannel3(AIN3).(Note:Takecareabouttheconnectordirection.)Mode2rsiJ2013DJIlnn•,vations.AllRigbtr.:51ThefollowingfigureshowsthesuccessfulchangeoftransmittermodetoMode1.Mode1(02013DJIlnn(w:-aicns.AllRigbtr,:61ASTransmitterCalibrationIfthecontrolmodeofthetransmitterischangedorcalibrationhasnotbeencarriedoutforalongtime,transmittercalibrationisnecessary.IOCSwitchlfi.ControlModeSwitch52OFft::>.,.----51u.{;'--------_,fJGP5CL0/-=---..i!:!ATTIHLB,;.ATTI.JostickJoystrckfIt'R•fffi;,;r'ji\\,I\!y11'\'{¥.!I9.'·I:1{t=•-'-'J1.]:':IPitch(Mode1)·m?Throttle(Mode1)/Throttle'--'::::./\g;J'-'=/!/Pitcll(Mode2)...[I.....Yaw•;:\',,,;r]_.____)•;...-RollPowerSwitcCL:CourseLockHL:HomeLock1.SettheswitchS2attheOFFposition,andtheswitchS1attheGPSposHion2.3.PushtheThrottlesticktothetopposition,andpushthePitchsticktothetopposHion.KeepthePitchstickatthe topposHionmanuallysinceHcanreturntothecentralposHionwhenreleased.TumonthePowerSwHchofthetransmitter,youshouldheartheindicatorsoundof"Di--DiDi"fromthetransmitterrepeatedly.ToggletheswitchS2totheCLposHion,youshouldhearanindicatorsoundof"Di"fromthetransmitter,inthiscase,thetransmitterhasenteredthecalibrationmode.(Duringthisperiod,theThrottlestickandthePitchstickmustbekeptatthe topposHionallthetime.)4.ReleasethePitchstickandpulltheThrottlesticktothecentralposition.ToggletheswHchS1totheATTlposition;youshouldhearanindicatorsoundof"Di"fromthetransmitter.Thenmoveallofthesticksthroughouttheircompleterangeseveraltimes.Afterthis,puttheThrottlesticktothebottomIposition,andtoggletheswitchS2totheHLposition,youshouldhearanindicatorsoundof"Di"fromIthetransmitter,inthiscase,thetransmitterhasbeencalibratedsuccessfully.•:Q/2013D.riTn.t::ovat:ions.AHRe:s..71A 6MountCameraandCameraFramePleasemounttheCameraandCameraFrameifnecessary.( 1 )MounttheCameratotheCameraFrame( 2 )MounttheCameraandCameraFrametotheaircraftMakesuretouscthededicatedcrost;screwsofthetypeM3.0*6,sinceanoverlongscrewwillpuncturethebatterybypassingthroughthebaltef)lcompartmentandcouldleadtoexplosionorfire.t_"l)20J3DJIlnnclV<Jtiom:.AHRigbt:r;:81A7IntelligentOrientationControl(IOC)Flight(withGPS&Compassmodule)MakesuretoopentheIOCfunctionintheNAZA-Massistantsoftwarebeforeus!ng.DefinitionofForwardDirection:Quad-rotorwillflyalongthisdirectionwhenyoupushtheelevatorstick.GraphicDescriptioni!tNosedirection...,..Forwarddirection•Homepoint----Over10mfromHomepointBeforeYouStartUsually,theforwarddirectionofaflyingaircraftisthesameasthenosedirection.ByusingIOC,whereverthenosepoints,theforwarddirectionhasnothingtodowithnosedirection:•Incourselockflying,theforwarddirectionisthesameasarecordednosedirection.Seethefollowingfigures(Theredandbluearrowsonthetransmitteriscorrespondingtopitchandrolloperations):tUsually•Inhomelockflying,theforwarddirectionisthesameasthedirectionfromhomepointtoaircraft.Seethefollowingfigures(Theredandbluearrowsonthetransmitteriscorrespondingtopitchandrolloperations):..._,1..•••••Usuallypoint••••InhomelockpointMethodofForwardDirection&HomePointRecordingIfyouusetheIOCfunction,pleasekeeptheForwardDirectionofCourseLockFlyingandthehomepointofHomeLockFlyinginmindatanytime.Therearetwowaystorecordtheforwarddirectionandthehomepoint:ManuallyandAutomatically.Youmaychooseanyonerecordmethod.Beforetakeoff,thecurrentpositionofthe:30secondsafteryoupoweronthequad-rotorwillbesavedashomepointwhenyouAutomatically·quad-rotor.pushthethrottlestickforthefirsttimeafter6orManuallyCLpositionquickly3to5timestorecordcurrentnosedirectionasnewforwarddirectionafteryoupoweronthequad-rotorfor30s.->CL->OFFisone\(:.>2013DJIlneovat.icns.AHRigbt;o;:When6ormoreGPSsatellitesarefound,youcantogglethe52switchbetweenCLandHLpositionquickly3to5timestorecordthecurrentpositionofthequad-rotorasthenewhomepoint.(CL->HL->CLisonetime.)91IOCFlyingTestRealizeanIOCflightbythefollowingprocedures.CourseLockSwitchSetting1RecordforwarddirectionSetswitch51toGPSorATTIposition,52toCLJ..Setswitch52Toggleswitch52fromtoOFFpositionOFFtoCLpositiontHomeLock&,.-.'.....,,'ISwitchSettingRecordhomepointfl.··fl.····....---r-----·----·-.-'positionand52toHLiSetswitchS2Toggleswitch52fromtoOFFpositionOFFtoHLpositionlOGFLYINGNOTES!!!•••••••LEDwillblink®quicklyifrecordingissuccesstul.LEDwillblinktoindicatetheIOCmodeonlywhenMCisreadytoflyincourselockorhomelockmodes.Homelockflyingrequiresthat6ormoreGPSsatellitesarefoundandtheaircraftisfurtherthan10mawayfromthehomepoint.Beforeyoudothehomelockflight,youhavetoflytheaircraftoutofthe1Omrangearoundhomepoint,andthenfliptheswitch52toHLpositiontoflyinhomelockwhenalltherequirementsaremet.Ifyouhavealreadytoggledtheswitch52toHLpositionwhentheaircraftisstillin1Omrangearoundhomepoint,andthisisthefirsttimeyouaregoingtoflyinhomelockduringthecurrentflight,thenifalltherequirementsaremet,MCwillchangeintohomelockautomaticallywhentheaircraftfliesoutofthe10mrangearoundhomepoint.WhenflyinginHomeLockmode,ifanyofthefollowingsituationshappen,thenthesystemwillquitHomeLockflyingandautomaticallyenterCourseLockflying.TheaircraftwillflyinCourseLockusingtheearlierforwarddirection.1.Theaircraftfly'swithin1Omrangeofthehomepoint.2.YoutogglethecontrolmodeswitchtotheATTl.Mode.3.TheGPSsignalbecomesbad(TheGPSsignalLEDisblinkingRedtwiceorthreetimes).Whentheaircraftisflyinginhomelockmodefarawayfromyouandthehomepoint,pleasedonottoggletheIOCswitchmanytimesquicklysoastoavoidthechangeofhomepointwithoutyouintentionallyknowing.Wesuggestthatyoushouldknowclearlywhichflightlockmethodyouaregoingtofly,andyouknowthelockedforwarddirectionorhomepoint,beforeyouswitchonIOCmodeduringtheflight.Continuouslyspinningtheaircraftinflightwillcauseayawerror.Inthiscase,youcanstoporslowdownthespinning,soastohavebetterflightperformance.DJIfnuovatit1ns.AllRightsReserved.10IAB 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. The voHage from the Extension Power Cable is

the same voHage as the power battery. The red cable is for positive and the grey cable is for negative. Make

sure to keep the red cable and the grey cable separated, to avoid short circun.

©2013 DJJ Innovations. All Rigb.ts Reserved. 12 I

# 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 

## I4. 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~~**

**11 ry~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 J6. 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 ( With GPS Module ) 

## ! ! 

# f--------------

___________________________ .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 

# I2 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 t

o eso 

## fl t 

## II" n e 1gen tM d &I 0 

## e mme 

## d" t 

## I M d aa ely 0 

## 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 

# I4. 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

.



# ~ 1mmed1ately (2) 3 seconds later, failsafe IS tnggered and soon as you get signal you



# can~

**(~)The** 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** ff th 

# -1 '"

thimre, th'beh.;;oc 

## Ott..e ''''""' r;tt;,



### ~m.,;J;> ff yoochoore to t"'" off th'



### ~ urn 

# ° e the above condition. you must 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' Radius ' Home

**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 7.0mmI !

. 

# 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 

# IGPS 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 

# IBuilt-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 

# IAppendix 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