September 21, 2015

Exemption No. 12946

Regulatory Docket No. FAA−2015−2557

Mr. Ryan Baker

Director, sUAS Flight Operations

Black and Veatch Corporation

11401 Lamar Avenue

Overland Park, KS 66211

Dear Mr. Baker:

This letter is to inform you that we have granted your request for exemption. It transmits our 

decision, explains its basis, and gives you the conditions and limitations of the exemption, 

including the date it ends.

By letter dated June 10, 2015, you petitioned the Federal Aviation Administration (FAA) on 

behalf of Black and Veatch Corporation (hereinafter petitioner or operator) for an exemption. 

The petitioner requested to operate an unmanned aircraft system (UAS) to conduct aerial 

photography, videography, inspections, and data collection.

See Appendix A for the petition submitted to the FAA describing the proposed operations and 

the regulations that the petitioner seeks an exemption.

The FAA has determined that good cause exists for not publishing a summary of the petition 

in the Federal Register because the requested exemption would not set a precedent, and any 

delay in acting on this petition would be detrimental to the petitioner.

Airworthiness Certification

The UAS proposed by the petitioner is a DJI S1000.
2

The petitioner requested relief from 14 CFR part 21, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public Law 112−95 in reference to 49 U.S.C. § 44704, and in 

consideration of the size, weight, speed, and limited operating area associated with the 

aircraft and its operation, the Secretary of Transportation has determined that this aircraft 

meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 

14 CFR part 21, Certification procedures for products and parts, Subpart H—Airworthiness 

Certificates, and any associated noise certification and testing requirements of part 36, is 

not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection1. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, Inc. (see Docket No. 

FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned 

aircraft (UA) with the specifications described by the petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest.

Having reviewed your reasons for requesting an exemption, I find that—

 They are similar in all material respects to relief previously requested in Grant of 

Exemption Nos. 11062, 11109, 11112, and 11213;

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 

11213 also apply to the situation you present; and 

 A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. 

Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, 

delegated to me by the Administrator, Black and Veatch Corporation is granted an exemption 

from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and (5), 61.113(a), 61.315(a), 91.7(a), 

91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) 

 

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. 

Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF 

analysis, etc.), chemical measurement (particulate measurement, etc.), or any other gathering of data by 

instruments aboard the UA.
3

and (b), to the extent necessary to allow the petitioner to operate a UAS to perform aerial data 

collection. This exemption is subject to the conditions and limitations listed below.

Conditions and Limitations

In this grant of exemption, Black and Veatch Corporation is hereafter referred to as 

the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be 

grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the DJI S100 when 

weighing less than 55 pounds including payload. Proposed operations of any other 

aircraft will require a new petition or a petition to amend this exemption.

2. Operations for the purpose of closed-set motion picture and television filming are 

not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The 

exemption holder may use either groundspeed or calibrated airspeed to determine 

compliance with the 87 knot speed restriction. In no case will the UA be operated at 

airspeeds greater than the maximum UA operating airspeed recommended by the 

aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level 

(AGL). Altitude must be reported in feet AGL.

5. 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 airman medical certificate or 

U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within 

the visual line of sight (VLOS) of the PIC and VO at all times. 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; 

electronic messaging or texting is not permitted during flight operations. The PIC 

must be designated before the flight and cannot transfer his or her designation for the 

duration of the flight. The PIC must ensure that the VO can perform the duties 

required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its 

operations in accordance with the conditions and limitations stated in this grant of 

exemption, are hereinafter referred to as the operating documents. The operating 
4

documents must be accessible during UAS operations 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 operating documents, 

the conditions and limitations herein take precedence and must be followed. 

Otherwise, the operator must follow the procedures as outlined in its operating 

documents. The operator may update or revise its operating documents. It is the 

operator’s responsibility to track such revisions and present updated and revised 

documents to the Administrator or any law enforcement official upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption. If the operator determines that any update 

or revision would affect the basis upon which the FAA granted this exemption, then 

the operator must petition for an amendment to its grant of exemption. The FAA’s 

UAS Integration Office (AFS−80) may be contacted if questions arise regarding 

updates or revisions to the operating documents.

8. 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 prior to conducting further operations under this exemption. 

Functional test flights may only be conducted by a PIC with a VO and must remain at 

least 500 feet from other people. The functional test flight must be conducted in such 

a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is 

in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. The pre-flight inspection must account for all 

potential discrepancies, e.g., inoperable components, items, or equipment. 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.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, 

replacement, inspection, and life limit requirements for the aircraft and 

aircraft components.

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

safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, 

commercial, private, recreational, or sport pilot certificate. The PIC must also hold a 

current FAA airman medical certificate or a valid U.S. driver’s license issued by a 

state, the District of Columbia, Puerto Rico, a territory, a possession, or the Federal 
5

government. 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.

14. The operator may not permit any PIC to operate unless the PIC demonstrates the 

ability to safely operate the UAS in a manner consistent with how the UAS will be 

operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency must be logged in a manner consistent with 

14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to 

safely operate the UAS in a manner consistent with how the UAS will be operated 

under this exemption are permitted under the terms of this exemption. However, 

training operations may only be conducted during dedicated training sessions. 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.

15. 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.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as 

denoted in the current FAA Airport/Facility Directory (AFD) or for airports not 

denoted with an ARP, the center of the airport symbol as denoted on the current 

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

management is obtained or otherwise permitted by a COA issued to the exemption 

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

to the Administrator or any law enforcement official upon request.

17. 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.

18. If the UAS loses communications or loses its GPS signal, the UA must return to a 

pre-determined location within the private or controlled-access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast 

weather conditions) there is enough available power for the UA to conduct the 

intended operation and to operate after that for at least five minutes or with the reserve 

power recommended by the manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 
6

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA.

22. 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 

(N−Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and 

any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the 

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

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

official upon request.

24. The UA must remain clear and give way to all manned aviation operations and 

activities at all times. 

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

26. All Flight operations must be conducted at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons 

from the UA and/or debris in the event of an accident. The operator must ensure 

that nonparticipating persons remain under such protection. If a situation arises 

where nonparticipating persons leave such protection and are within 500 feet of 

the UA, flight operations must cease immediately in a manner ensuring the safety 

of nonparticipating persons; and

b. The owner/controller of any vessels, vehicles or structures has granted permission 

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

the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

The PIC, VO, operator trainees or essential persons are not considered 

nonparticipating persons under this exemption.

27. All operations shall be conducted over private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from property owner/controller or authorized representative will be 

obtained for each flight to be conducted.

28. 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 
7

reported to the National Transportation Safety Board (NTSB) per instructions 

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

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

television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) 

as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this 

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

District Office (FSDO) with jurisdiction over the area of proposed filming. The 3-day 

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

must include at least the following:

a. Dates and times for all flights;

b. Name and phone number of the operator for the UAS aerial filming conducted 

under this grant of exemption;

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

the 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 aerial filming;

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

and/or local officials to conduct the filming production event; the list of those 

who gave permission must be made available to the inspector upon request;

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 filming will be conducted and the altitudes 

essential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons 

consenting to be involved and necessary for the filming production, as specified in the 

exemption holder’s MPTOM.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS 

operations must comply with all applicable parts of 14 CFR including, but not limited to, 

parts 45, 47, 61, and 91.
8

This exemption terminates on September 30, 2017, unless sooner superseded or rescinded.

Sincerely,

/s/

John S. Duncan

Director, Flight Standards Service

Enclosures
BLACK & VEATCH CORPORATION 

11401 LAMAR AVENUE, OVERLAND PARK, KS 66211 

+1 913-458-7823 I BAKERRL2@BV.COM 

June 10, 2015 

U.S. Department of Transportation, Docket Operations 

West Building Ground Floor, Room W12-140 

1200 New Jersey Ave, SE 

Washington, DC 20590 

Re: Petition of Black & Veatch Corporation for an Exemption Pursuant to Section,.$33 of the FAA 

Modernization and Reform Act of2012 to Operate an Small Unmanned Aircraft System. 

Dear Sir or Madam: 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform Act) 

and 14 C.F.R. Part 11, Black & Veatch Corporation (Black & Veatch) a global engineering, 

consulting, and construction company, hereby applies for an exemption from the listed Federal 

Aviation Regulations (FARs) to allow commercial operation of small unmanned aerial systems 

(sUAS), for aerial imaging for safety and monitoring of secured and controlled project sites, so 

long as such operations are conducted within and under the conditions outlined herein or as 

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

This exemption is in accordance with protocols outlined in this petition for exemption and 

incorporates the material contained in the following: 

• Appendix A: Black & Veatch sUAS Operation, Inspections, and Maintenance Manual 

• Appendix B: Black & Veatch sUAS Pilot Operating Handbook 

• Appendix C: Black & Veatch sUAS Training Manual 

• Appendix D: DJI S1000 User Manual 

• Appendix E: A2 Flight Control System User Manual 

The Appendices are submitted as confidential under 14 C.F.R. § 11.35(b), because they contain 

commercial and proprietary information that Black & Veatch has not and will not share with 

others, is not available to the public, and is protected from release under the Freedom of 

Information Act, 5 U.S.C. § 552 et seq. 

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

under controlled conditions in airspace that is 1) limited 2) predetermined 3) controlled as to 

access and 4) would provide safety enhancements to the already best practices safety protocols 

followed by Black & Veatch. Approval of this exemption would therefore create no safety 

concerns regarding national airspace and would fulfill the Secretary of Transportation's (the 

FAA Administrator's) responsibilities to " ... establish requirements for the safe operation of such 

) aircraft systems in the national airspace system." Section 333(c) of the Reform Act. 

www.bv.com ; 
/ 

The contact information for the applicant is as follows: 

Black & Veatch Corporation 

Attn: Ryan Baker 

Email: bakerrl2@bv.com 

11401 Lamar Avenue 

Overland Park, KS 66211 

(913) 458-7823 

Regulations from which the exemption is requested: 

14 CFR Part 21 Subpart H 

14 CFR 91.203(a)(1) 

14 CFR Part 27 

14 CFR 45.23(b) 

14 CFR 61.113(a)&(b) 

14 CFR 91.7(a) 

14 CFR 91.9(b)(2) 

14 CFR 91.103 

14 CFR 91.109(a) 

14 CFR 91.119 

14 CFR 91.121 

14 CFR 91.151(a) 

14 CFR 91.203(a) & (b) 

14 CFR 91.405(a) 

14 CFR 91.407(a)(1) 

14 CFR 91.409(a)(2) 

14 CFR 91.417(a) & (b) 

STATUTORY AUTHORITY FOR EXEMPTIONS 

JUNE 10, 2015 I PAGE 2 

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

statutory authority by its terms includes exempting civil aircraft, as the term is defined under 

§40101 of the Act, that includes sUASs, from the requirement that all civil aircraft must have a 

current airworthiness certificate. 

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

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

Administrator finds the exemption in the public interest. 49 U.S.C. §44701(f) See also 49 USC 

§44711(a); 49 USC §44704; 14 CFR §91.203 (a) (1). 

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

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

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

consider: 

www.bv.com 
JUNE 10, 2015 I PAGE 3 

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

• Operation of the sUAS in close proximity to airports and populated areas; and 

• Operation of the sUAS within visual line of sight of the operator. 

Reform Act§ 333 (a). Lastly, if the Secretary determines that such vehicles "may operate safely 

in the national airspace system, the Secretary shall establish requirements for the safe 

operation of such aircraft in the national airspace system." Black & Veatch interprets this 

provision to place the duty on the Administrator to not only process applications for 

exemptions under Section 333, but for the Administrator to craft conditions for the safe 

operation of the sUAS, if it should be determined that the conditions set forth herein do not 

fulfill the statutory requirements for approval. 

Black & Veatch's sUAS is a multirotor vehicle, weighing 55 or fewer lbs. including payload. 

The sUAS operates, under normal conditions, at a speed of no more than 50 knots and has 

the capability to hover, and move in the vertical and horizontal plane simultaneously. The 

sUAS will operate only in the Pilot's visual line of sight at all times and will operate 

only within the sterile area described in the Appendices. Such operations will insure that 

the sUAS will "not create a hazard to users of the national airspace system or the public." 

Given the small size of the sUAS and the restricted and sterile environment within which it 

will operate, Black & Veatch falls squarely within that zone of safety (an equivalent level of 

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

operations of s UAS to commence immediately. Also due to the s m a 11 size of the s UASs and 

the low altitudes and restricted areas in which the sUAS will operate, approval 

of the application presents no national security issue. 

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

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

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

ofthe requested exemption is in the public interest. Accordingly, Black & Veatch respectfully 

requests that the FAA grant the requested exemption without delay. 

PUBLIC INTEREST 

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

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

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

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

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

safety precautions in low risk environments. 

The use of sUAS on Black & Veatch project sites can significantly reduce the risk to workers of 

falls while inspecting, surveying, or monitoring site construction progress. sUAS can inspect, 

photograph, and collect data in hard to reach areas that otherwise would require worker 

) inspection. Falls are a leading source of workplace fatality and injury (www.osha.gov). With 

www.bv.com ~ ' ,, 
\ 

! 

JUNE 10, 2015 I PAGE 4 

the use of the proposed sUAS Black & Veatch could minimize the need to expose it's 

professionals to high fall risk activities, which in turn could save lives. 

Additionally, sUAS could replace the use of helicopters and small aircraft to monitor sites. The 

sUAS Black & Veatch proposes to fly in this application is less than 55lbs. and carries no 

combustible material on board, as opposed to the much larger conventionally powered small 

aircraft. Shifting to sUAS from helicopters presents a marked safety increase for our workers 

and the public. 

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

aerial imaging and data collection over a project site. The proposed sUAS uses rechargeable 

lithium ion batteries, as opposed to fossil fuels burned in operation of much heavier small 

aircraft. 

EQUIVALENT LEVEL OF SAFETY 

Black & Veatch proposes that the exemption requested herein apply to sUAS that have the 

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

an exceptional level of safety to operations. These limitations and conditions to which Black & 

Veatch agrees to be bound when conducting commercial operations under an FAA issued 

exemption include: 

1. The sUAS will weigh less than 55 lbs. 

2. Flights will be operated within line of sight of Pilot in Command or Visual 

Observer. 

3. Maximum total flight time for each operational flight will be 2 0 minutes. Flights will be 

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

4. Flights will normally be operated at an altitude below 200 feet AGL, never exceeding 

400 feetAGL 

5. The sUAS pilot will be trained and certified in the proper safety and operations of the 

sUAS. 

6. The sUAS will only operate within a controlled area as defined in the Appendices. 

7. The sUAS pilot will post advisory notices where people are located around the 

controlled area. 

8. A briefing will be conducted in regard to the planned sUAS operations prior to each 

day's production activities. It will be mandatory that all personnel who will be 

performing duties within the boundaries of the safety perimeter be present for this 

briefing. 

9. All onsite personnel will consent to the sUAS flyover by waiver, and the operator will 

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

100 feet of the flight operation. 

10. Operator will have been trained in operation of sUAS generally and will have received 

up-to-date information on the particular sUAS to be operated as required by the 

Appendices. 

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

www.bv.com ·lll" 
JUNE 10, 2015 I PAGE 5 

12. If the sUAS loses communications or loses its GPS signal, the UAS will have the capability 

to return to a pre-determined location within the Security Perimeter and land. 

13. The sUAS will have the capability to abort a flight in case ofunpredicted obstacles or 

emergencies. 

DESCRIPTION OF SPECIFIC REGULATIONS 

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for the 

issuance of airworthiness certificates as required by FAR §91.203 (a) (1). 

Given the size and limited operating area associated with the sUAS to be utilized by Black & 

Veatch, an exemption from Part 21 Subpart H meets the requirements of an equivalent level of 

safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act ( 49 U.S.C. 

§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt 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 sUAS 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 . 

. j The proposed sUAS to be operated is less than 55 lbs. fully loaded, carries neither a pilot nor 

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

within a controlled area as set out in the Appendices. Unlike other civil aircraft, operations 

under this exemption will be tightly controlled and monitored by the sUAS pilot, pursuant to the 

requirements set out in the Appendices. 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 or flammable liquid fuels, and 

inability to carry a substantial external load. 

14 CFoR Part 27: 

This regulation sets forth the procedural requirements for airworthiness certification of normal 

category rotorcraft. To the extend the S1000 would otherwise require certification under Part 

27, Black & Veatch seeks an exemption from Part 27's airworthiness standards for the same 

reasons identified in the request for exemption from 14 C.F.R. Part 21, Subpart H. 

14 CFJ~. § 45o23 

The regulation requires when marks include only the Roman capital letter "N" and the 

registration number is displayed on limited, restricted or light-sport category aircraft or 

experimental or provisionally certificated aircraft, the operator must also display on that 

aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches 

nor more than 6 inches high, the words "limited," "restricted," "light-sport," "experimental," or 

"provisional," as applicable. 

www. bv.com •• 
\ 

) 

'\ 

i 

/ 

JUNE 10, 2015 I PAGE 6 

Even though the sUAS will have no airworthiness certificate, an exemption may be needed as 

the UAS will have no entrance to the cabin, cockpit or pilot station on which the word 

"Experimental" can be placed. 

Given the size of the sUAS, two-inch lettering will be impossible. The word "Experimental" will 

be placed on the fuselage in compliance with §45.29 (f). The equivalent level of safety will be 

provided by having the sUAS marked on its fuselage as required by §45.29 (f) where the 

operator working with the sUAS will see the identification of the sUAS as "Experimental." The 

FAA has issued the following exemptions to this regulation to Exemptions Nos. 10700, 8738, 

10167 and 10167A. 

14 CFI=t & 

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

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

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

sUAS flight training course as detailed in the Appendices. Unlike a conventional aircraft that 

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

on board. Black & Veatch's sUAS can also be operated by an autopilot, which greatly reduces 

the danger of human error. The area of operation is controlled and restricted, and all flights are 

planned and coordinated in advance as set forth in the Appendices. 

The sUAS to be operated hereunder is less than 55 lbs. fully loaded, carries neither a pilot nor 

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

within a secured area as set out in the Appendices. Like other civil aircraft, operations under 

this exemption will be tightly controlled and monitored by the operator and in compliance with 

local public safety requirements. 

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

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

allowing operations of the sUAS as requested with a Pilot who has met the minimum 

requirements stated in the Appendices and achieves the level of safety contemplated by 14 

C.F.R. § 61.113 (a) & (b). 

14 CF,ft 

The regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. As there will be no airworthiness certificate issued for the aircraft, should this 

exemption be granted, no FAA regulatory standard will exist for determining airworthiness. 

Given the size of the aircraft and the requirements contained in the Appendices for 

maintenance and use of safety check lists prior to each flight, an equivalent level of safety will 

be provided. 

14 

Section 91.9 (b) (2) provides: 

No person may operate a U.S.-registered civil aircraft ... 

www.bv.com 
I 

i 

l 

I 

J 

JUNE 10, 2015 I PAGE 7 

(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, 

unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, 

approved manual material, markings, and placards, or any combination thereof. 

The sUAS, given its size and configuration has no ability or place to carry such a flight manual 

on the aircraft, not only because there is no pilot on board, but because there is no room or 

capacity to carry such an item on the aircraft. 

The equivalent level of safety will be maintained by keeping the flight manual at the ground 

control point where the operator flying the sUAS will have immediate access to it. The FAA has 

issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 

9299A, 9565,95658,10167, 10167A, 10602,32827, and 10700. 

14 CFR LlOJ: 

This regulation requires each operator to take certain actions before flight to insure the safety 

of flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an 

exemption will be needed. An equivalent level of safety will be provided as set forth in the 

Appendices. The operator will take all actions including reviewing weather, flight battery 

requirements, landing and takeoff distances and aircraft performance data before initiation of 

flight. 

) 14 CFR 91.109: Fi 

\, 

j 

Section 91.109 provides that no person may operate a civil aircraft (except a manned free 

balloon) that is being used for flight instruction unless that aircraft has fully functioning dual 

controls. 

sUAS's and remotely control piloted aircraft, by their design do not have fully functional dual 

controls. Flight is accomplished through the use of a control box that communicates with the 

aircraft via radio communications. The FAA has approved exemptions for flight training 

without fully functional dual controls for a number of aircraft and for flight instruction in 

experimental aircraft. See Exemption Nos.5778K & 9862A. The equivalent level of safety 

provided by the fact that neither a pilot nor passengers will be carried in the aircraft and by the 

size and speed of the aircraft. 

14 CFR 91.119: n 

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

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

operating the helicopter complies with any route or altitudes prescribed for helicopters by the 

FAA. 

As this exemption is for a sUAS that is a helicopter and the exemption requests authority to 

operate at altitudes up to 400 AGL, an exemption may be needed to allow such operations. As 

set forth herein the sUAS will never operate at higher than 400 AGL. 

www.bv.com 
) 

JUNE 10, 2015 I PAGE 8 

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

as the location where it is operated. In addition, the low-altitude operations of the sUAS will 

ensure separation between these sUAS operations and the operations of conventional aircraft 

that must comply with Section 91.119. 

14 CFR 91.121: 

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 Appendices, 

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

14 CFR 910 VFR 

Section 91.151 (a) prohibits an individual from beginning "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; or (2) At night, to fly after that for at least 45 minutes." 

Given the technological limitations on the sUAS battery power means that no meaningful flight 

operations can be conducted while still maintaining a 30 minute reserve. The aircraft is battery 

powered with a maximum flight time of 30 minutes. Black & Veatch proposes that the 

maximum flight time for each operational flight will be 20 minutes. The aircraft will be safely 

landed with no less than the greater of (a) 20% battery life remaining or (b) five minutes of 

flight time remaining. 

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

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

compliance with FAR 91.151 (a)). Operating the small UAS, in a tightly controlled area, with less 

than 30 minutes of reserve fuel, does not create the type of risks that Section 91.151 (a) was 

intended to alleviate given the size and speed of the sUAS. 

The FAA has stated that an equivalent level of safety is provided if the sUAS flight is conducted 

under daytime VFR flight conditions using visual line of sight (VLOS), and terminated with at 

least 25% reserve battery power still available. See Grant of Exemption No. 11062, p. 21-22. 

The Appendices requires an equivalent level of safety by safely landing with no less than the 

greater of (a) 20% battery life remaining or (b) five minutes of light time remaining and 

otherwise complying with the flight restrictions above. 

14 & Ca 

The regulation provides in pertinent part: 

(a) Except as provided in§ 91.715, no person may operate a civil aircraft unless it has within it 

the following: 

www.bv.com 
JUNE 10, 2015 I PAGE 9 

(1) An appropriate and current airworthiness certificate ... 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed 

at the cabin or cockpit entrance so that it is legible to passengers or crew. 

The sUAS fully loaded weighs no more than 55 lbs. and is operated without an onboard pilot. As 

such, there is no ability or place to carry certification and registration documents or to display 

them on the sUAS. 

An equivalent level of safety will be achieved by keeping these documents at the ground control 

point where the operator flying the sUAS will have immediate access to them, to the extent they 

are applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A 

representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 

9797,9797 A, 9816A, and 10700. 

14 91 & ntenance 

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

as prescribed in subpart E of this part and shall between required inspections, except as 

provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 

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

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

these sections will not apply to the Applicant. Maintenance will be accomplished by the 

operator pursuant to the flight manual and operating handbook as referenced in the 

Appendices. An equivalent level of safety will be achieved because the sUAS is limited in size 

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

from no higher than 400 feet AGL.. If mechanical issues arise the sUAS can land immediately. 

As provided in the Appendices, the operator will ensure that the sUAS is in working order prior 

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

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

to maintain the aircraft in an airworthy condition to provide the equivalent level of safety. 

FEDERAL REGISTER PULICATION SUMMARY 

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

Register, should it be determined that publication is needed: 

Black & Veatch Corporation seeks an exemption from the following rules: 14 CFR Part 21 

Subpart H; 14 CFR 91.203{a)(1); 14 CFR Part27; 14 CFR 45.23(b); 14 CFR 61.113{a)&(b); 

14 CFR 91.7{a); 14 CFR 91.9(b}{2); 14 CFR 91.103; 14 CFR 91.109{a); 14 CFR 91.119; 14 

CFR 91.121; 14 CFR 91.151(a); 14 CFR 91.203{a) & (b); 14 CFR 91.405(a); 14 CFR 

91.407(a)(1); 14 CFR 91.409{a)(2); 14 CFR 91.417(a) & (b) to commercially operate a 

small unmanned aerial system (sUAS, 55 lbs. or less) for the purpose of inspection, 

monitoring, mapping and photographing equipment and engineering studies. 

www.bv.com 
JUNE 10, 2015 I PAGE 10 

Approval of exemptions allowing commercial operations of sUASs will create a level of 

safety by reducing risk. Conventional inspections and construction monitoring tasks 

involve extreme risks to personnel physically climbing structures andjor utilizing high rise 

equipment both of which create numerous and extreme risk to such personnel. In contrast, 

a sUAS weighing fewer than 55 lbs. and powered by batteries eliminates virtually all of 

that risk. The sUAS will carry no passengers or crew and, therefore, will not expose 

personnel to any of the risks described above. 

All flights will occur over private or controlled access property with the property owner's 

prior consent and knowledge. The granting of this exemption request will provide 

innovative safety operations. 

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

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

visual line of sight - provide more than adequate justification for the grant of the requested 

exemptions allowing commercial operation of applicant's sUAS in and pursuant to the 

Procedures appended hereto. 

Sincerely, 

Ryan Baker, Director of sUAS Flight Operations 

Black & Veatch Corporation 

Enclosures 

www.bv.com 
\ 

) 

Appendix A: Black & Veatch sUAS Operations, Inspection, 

and Maintenance Manual 
~~ 

) 

FLIGHT OPERATIONS 

1. Black & Veatch (B&V) will conduct flight operations using a small unmanned aerial 

system (sUAS) as described in these Operations, Inspection, and Maintenance Manual 

(hereafter, "Manual") for the purpose of inspection, monitoring, mapping and 

photographing equipment and engineering studies. 

2. B&V will designate a Director of sUAS Flight Operations (Director). 

3. The Director will ensure this Manual is revised to contain all current information. 

4. The Director will ensure that this Manual is distributed to all personnel involved with 

sUAS operations as well as any revisions to this manual. 

5. The Director will ensure all sUAS pilots are trained according to the Black & Veatch 

sUAS Training Manual and the Black & Veatch sUAS Pilot Operating Handbook. 

sUJ~S 

1. sUAS operations will be conducted using a DJI S1000 Plus with the A2 Flight Control 

System, manufactured by DJI Innovations (the "S1000"). 

2. The S1000 weighs approximately 8.8 pounds with a maximum takeoff weight of 

approximately 24 pounds including payload. 

3. Operation of the S1000 is described in Appendix B. Black & Veatch sUAS Pilot Operating 

Handbook. 

4. A complete description of the S1000 is contained in Appendix D. DJI S1000 Plus User 

Manual and Appendix E. A2 Flight Control System User Manual. 

Book, 

1. The S1000 will be identified by serial number, registered with the FAA, and have 

identification (N-Number) markings as large as practicable. 

2. The S1000 will have a Log Book to record inspections, maintenance, and flight 

operations. 

3. All required paperwork including Registration, Log Book, and Manuals will be located at 

the ground control station in close proximity to the pilot in command. 

Crew 

1. sUAS operations will require a minimum crew of a pilot in command (PIC) and a visual 

observer (VO) 
\ 

) 

\. 

) 

/ 

\ 

./ 

2. The PIC will possess at least a sport pilot license and an airman medical certificate or 

U.S. driver's license and will be trained according to the Black & Veatch sUAS Training 

Manual (Appendix C). 

An.~ as 

1. The sUAS will only operate within private or controlled-access property with 

permission from the property owner/controller or authorized representative. 

Permission from the property owner I controller or authorized representative will be 

obtained for each flight to be conducted. 

2. Flight operations will not be conduct within 5 nautical miles of an airport reference 

point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for 

airports not denoted with an ARP, the center of the airport symbol as denoted on the 

current FAA-published aeronautical chart unless a letter of agreement with that 

airport's management is obtained or otherwise permitted by a certificate of waiver or 

authorization (COA). 

3. All flight operations will be conducted at least 500 feet from all nonparticipating 

persons (the PIC, VO, operator trainees or essential persons will not be considered 

nonparticipating persons), vessels, vehicles, and structures unless: 

a. Barriers or structures are present that sufficiently protect nonparticipating 

persons from the sUAS andjor debris in the event of an accident. 

b. The owner f controller of any vessels, vehicles, or structures has granted 

permission for operating closer to those objects and the PIC has made a safety 

assessment of the risk of operating closer to those objects and determined that it 

does not present an undue hazard. 

Parameters 

1. Flights will be operated within visual line of sight (VLOS) of the PIC or VO during 

daylight and under visual meteorological conditions (VMC). 

2. The sUAS will not be operated if wind gust greater than 30 mph. 

3. Prior to each flight, a zero altitude initiation point will be established and confirmed for 

accuracy by the PIC. 

4. Maximum flight time for each operational flight will be 20 minutes. 

5. The sUAS will be safely landed with no less than the greater of (a) 20% battery life 

remaining or (b) five minutes of flight time remaining. 

6. Flights will be operating at or below 400 feet above ground level (AGL). 
" \ 

i 

/ 

) 

/ 

7. Flights will be limited to a groundspeed of 25 mph and vertical ascent will be limited to 

20 mph. 

8. The flight operations will yield the right of way to other manned aircraft operations. 

9. The flight will be aborted in case of unpredicted obstacles or emergencies. 

10. Each flight will be recorded in the Log Book. 

Lost 

1. Flight recovery following lost gpsjcommunications will be performed according to 

Appendices B, C, and D. 

INSPECTION AND FUNCTIONAL TEST FLIGHT 

1. 

2. 

3. 

Procedures 

Before each flight, either the PIC or the VO will conduct a preflight inspection of the 

sUAS. 

The sUAS and ground control station will be inspected for signs of damage. Screws will 

be checked and tightened if necessary. 

The ground control station will be inspected to ensure they are not damaged, loose, or 

misaligned. 

4. Motors will be inspected to ensure they are not loose and the supports are not cracked. 

5. Batteries for both sUAS and ground control station will be checked to ensure they are 

fully charged. 

6. The S1000 batteries will be charged and maintained according to Appendix D. 

7. A preflight maintenance inspection will be recorded in the aircraft log book. 

1. After each flight, either the PIC or the VO will conduct a post-flight inspection of the 

sUAS. 

2. The sUAS and ground control station will be inspected for signs of damage. Screws will 

be checked and tightened if necessary. 

3. Propellers will be inspected to ensure they are not damaged, loose, or misaligned. 

4. Motors will be inspected to ensure they are not loose and the supports are not cracked. 

5. Batteries will be charged and maintained according to Appendix D. 
MAINTENANCE 

1. The S1000 will be maintained in accordance with Appendices B, D, and E. 

2. The S1000 will have a log book to record inspections, maintenance, and flight 

operations. 

3. Batteries will be charged in accordance with Appendix D. 

Test 

1. After a flight critical component, such as a propeller or motor, has undergone 

maintenance or been repaired or replaced, the aircraft will undergo a functional test 

flight. 

a. The PIC will conduct the test flight in accordance with Appendix D. 

b. The PIC will make an entry in the log book of the functional test flight 

2. Every 500 hours of flight time, the PIC will conduct a functional test flight regardless of 

the maintenance activities. 

3. The PIC will make an entry in the log book of the functional test flight. 
. \ 

) 

Appendix B: Black & Veatch sUAS Pilot Operation 

Handbook 
) KEY PARAMETERS 

Max Takeoff Weight 

Weight with Zenmuse and all other equipment- no camera, no battery 

Weight of NexS/6/7 camera 

Weight of Canon SD camera 

Max Battery Weight with ZenmusefNex Camera: 

Max Battery Weight with ZenmusefCanon SD: 

Flight Times using 90% of battery: 

16,000 mah battery Nex 7: 

20,000 mah battery Nex 7: 

32,000 mah battery Nex 7: 

17min 

20 min 

22 min 

24lbs 

13.4lbs 

1lb 

1.7Slbs 

9.5lbs 

9lbs 

Flight times using the Canon SD or other cameras similar in weight will reduce the flight times by 

about 1 minute. These times are averages. An operator may get longer or shorter flight times 

based on weight and flying style. 
DJI S-1000 Plus 

CHECKLISTS 

DJI S-1000 PLUS BENCH SET UP & TESTS 

o All screws/bolts are tight 

o Timer alarm for flight time to not exceed 80% battery capacity set properly 

o Batteries are secure 

o Antennas are secure 

o Props balanced 

o Props aligned 

o Props not chipped 

o Check blades, arms, etc. for cracks/damage 

o Wiring Tight 

o No excessive flexing of motors or booms 

o Boomsjmotors will not twist 

o Center of gravity is correct 

o Warning lights set for low battery if used 

o Batteries charged. Replace any battery which cycles below 80% of rated capacity 

• Laptop Battery 

• Flight Battery 

• Copter RC Transmitter Battery 

• Video RC Transmitter Battery 

• Spare Laptop Battery 

i 

./ 
DJI S-1000 PLUS INVENTORY CHECKLIST 

o Load Flight plan 

o Aircraft 

o Camera with SD card 

o Spare parts/tools 

o Spare batteries 

o Two RC transmitters (Copter & Video) 

o Laptop 

o Battery Charger 

o Flight Controller Cable 

o Video monitor, stand, battery, antennas 

o Datalink & cable 
1 DJI S-1000 PLUS PREFLIGHT CHECKLIST 

I o Determine emergency flight plan and alternate landing zones avoiding power lines and 

obstacles 

o Check wind direction 

o Set a perimeter of 500 feet- area must be clear of non-participants 

o All antennas installed and all pointing in correct directions 

o Engage GCS, monitor, laptop, etc. (bring up flight plan) 

o Remove lens cap I Clean lens 

o Camera On 

o Ensure camera has SD card installed. 

o Check battery voltage 

o Install battery on copter. 

o Check center of gravity 

o Level copter with front pointing in correct direction for course lock- do not turn on 

o Copter RC Transmitter- Set switches- Throttle Down, Return to Home switch Off, Manual 

Flight Mode 

o Switch On, Flight Path Switch Off- Not Course or Home Lock 

o Copter Transmitter On 

o Check Model Selection on Tx 

o Check Tx battery voltage (above 7 .4v) 

o On Ph Video Tx- set switches- HDMI switch Off, Freestyle switch On 

o Video Transmitter On 

o Check Model Selection on Tx 

o Check Video Tx battery voltage (above 7 .4v) 

o Plug in battery black lead first. 

o Calibrate GPS/Compass if necessary 

o If calibrated, cycle battery with correct heading for course lock. 

o Do not touch the Copter until 30 seconds after full GPS Lock. Initial 3 red blinks is 

normal meaning no GPS lock. Wait until no flashes. Continue with checklist. 

o Check Copter Voltage from GCS 

o Engage Attitude Mode- Must Achieve Double Amber Flash 

o Engage GPS Mode- Must Achieve Double Purple Flash 

\ 

J o While in GPS mode engage "Course Lock" mode. Must achieve green Flash 
o Do not engage motors. Set throttle to center position. Must achieve single amber flash in 

Attitude Mode and single purple flash in GPS mode 

o HDMI switch On (video on camera itself should go off) 

o Freestyle switch On (FPV Off) 

o Verify camera operation (If problems, check Drive Mode- Remote Cmdr must be "on", 

manual focus, intelligent auto) 

o Verify data link if installed - rolling copter manually should change gauges 

o Upload flight plan 

o Verify altitude is about 0 via gauge on computerjGCS/video monitor 

o Timers set properly 
~\ 

) 

TAKEOFF CHECKLIST 

o Engage GPS mode - Double purple flash 

o Engage Course Lock mode (double green flash) 

o Announce loudly: "CLEAR PROP" 

o Position the sticks in the lower left hand corners, then immediately raise the throttle 2 

clicks, and center the right stick. 

o Advance throttle to 1/4 power for 5 seconds. Assure all motors are operating. 

o Verify that left/right and forward/back stick movement engages the proper motors 

o Verify data and video links are still operational 

o Announce loudly: "TAKING OFF" 

o Advance throttle to full. Copter must jump off of the ground. 

o Ascend to 10 feet. Center throttle stick. Should be single green flash. Verify wireless 

link, GPS hold, camera operation, gauges, etc. are working properly. 

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

o Verify copter stability. If unstable, land and reset gains, recalibrate, or retest as 

necessary. 

o Raise landing gear 

o Proceed with manual mission 

o For autopilot operation 

• Ascend to 30 feet manually 

• Engage autopilot 

o PIC/VO must monitor the informational LED and be ready to take over in manual 

mode when necessary. 

o PIC to request copter flight battery voltage readout from camera operator 

periodically. 
QUICK PREFLIGHT CHECKLIST 

o Landing zone clear 

o Level copter with correct heading 

o Battery 4.1 +full, 3.8 depleted 

o Camera on. SD card in. 

o Both TX on 

o Copter on 

o Check GPS and Course lock checks 

o Video check 

o Photo check 

o Timers ready 

o Takeoff 

o Raise Landing Gear 

o Unplug batteries upon landing 

) 
\. 

) 

ERROR MESSAGES 

o White flashes 

• IMU malfunction. Land and determine cause. Possibilities: 

• GPS/Compass not pointing forward 

• IMU not pointing forward 

• Set up of X, Y, Z for location of IMU and Compass is incorrect 

o Excessive rocking/instability possible causes: 

• Weak motor 

• Structure flexing from fatigue or cracks 

• Motor mount 

• Main frame 

• Booms 

• Loose Bolts causing flexing or misalignment 

• Props 

• Mounts 

• Props out of balance 

• Props misaligned 

• Excessive wind speeds or gusts 

• Excessive Gains 

• Excessive motor power. Max motor power must be a little more than typical 

ascent power. 

o Red Flashes (1, 2 or 3 flashes with pauses) - GPS loss (3 is more serious). Land if loss 

lasts for more than 30 seconds. Possible causes: 

• Clouds 

• Structures 

• GPS mal-function 

• GPS too close to electrical components 

• GPS vibration 
\ 

) 

LANDING CHECKLIST 

o Landing area clear 

o Lower landing gear 

o Note obstacles in flightpath 

o Announce loudly: "LANDING" 

o First cut power to the aircraft 

o Note elapsed time of flight 

o Adjust any parameters (camera servo speed, exponential, etc) 

o Turn power off to transmitters, camera, goggles, monitors, Rxs, etc. 

o Touch motors to verify temperatures are similar 

o Complete flight log 

• 

• 

• 

Date and time of flight 

Batteries used 

Time of Flight 
TABLE OF CONTENTS 

• Section 1: General 

• Section 2: Limitations 

• Section 3: Emergency Procedures 

• Section 4: Normal Procedures 

• Section 5: Performance 

• Section 6: Weight and Balance/Equipment List 

• Section 7: Air Vehicle and Systems Description 

• Section 8: Handling, Service and Maintenance 

• Section 9: Supplements 
SECTION 1 

GENERAL 

NOTE: In an effort to minimize costs and maximize spare parts availability, many COTS 

(commercial off the shelf) components have been utilized. Some may have slight modifications to 

better suit this application. Most COTS products have separate data sheets, assembly manuals and 

instruction manuals. They are reference in this document, with key factors being emphasized. 

As with all high technology products utilizing constantly evolving software, it is important to 

periodically check for online upgrades to the COTS components, including hardware, firmware 

and software. 

WARNING: Great care must be taken with the batteries. Much of this manual and supplemental 

information is devoted to the use and care of the batteries, especially the flight batteries. They are 

less volatile than gasoline, though they should be treated with the same respect. Become very 

familiar with proper techniques of their use. 

GENERAL CHARACTERISTICS 

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

o Economical due to extensive use of COTS products 

o Low Visual Signature 

o Low Aural Signature 

o Quick Launch and Recovery 

o Short Training Period 

o Simple Operation 

o Waypoint Navigation 

o Backpackable 

o VTOL 

o Quick Repairs 

o Redundant Flight Systems 

o Safety Return to Home during lost link or low battery 

o High Degree of Mission Success 

o GPS navigation aid 

o Various sensors 

o 24lb max takeoffweight 

o Operating Temp Range: -5°C to +60°C 

o Flight Modes: Manual and GPS aided waypoint navigation 
) 

o Maximum Operating Altitude: 1000 meters 

o Maximum Operation Wind Conditions: 10 mjs 

o Propulsion System: LiPoly batteries 

o Takeoff: Manual or Automatic 

o Landing: Manual or Automatic 

o Takeoff/Recovery Area: 5m square 

IMPORTANT DIMENSIONS 

o Distance rotor to rotor across the center: 41" 

o Height with GPS/Compass folded down: 21" 

o Height with GPS/Compass up: 25" 

o Length of landing gear skids: 18" 

o Distance between landing gear skids: 21" 

IMPORTANT WEIGHTS 

o Weight including Nex 7 camera, Zenmuse gimbal, A2 autopilot system, landing gear, 

data transceiver, RC transceiver, video transmitter, regulators and all wiringeverything except battery: 13.4lbs 

o Maximum TakeoffWeight: 24lbs 

o Battery Weight: up to 9.5 lbs with Nex camera and Zenmuse Gimbal 

MOTORS 

o Manufacturer: DJI-Innovations 

o Number of motors: 8 

o Motor type: 41mm x 14mm 

o Motor Model Number: 4114-11 

o Motor KV /RPM: 400 

o Motor max@ 25.2V: 10,000 rpm 

o Motor Max Power: 500 Watts 

o Power rating: 4000 Watts maximum power consumption for all8 motors 

o Current Max: 100 amps 

o Amp Draw Typical Average: 65 amps 
PROPELLERS 

o Manufacturer: DJI-Innovations 

o Material: Composite 

o Number of propellers: 8 

o Propeller model number: DJI 15 x 5.2 

o Number of blades: 2- folding 

o Propeller Diameter: 15" 

o Propeller Pitch (fixed): 5.2" 

o Max rpm: 10,000 rpm 

ELECTRONIC SPEED CONTROLS 

o Manufacturer: DJI-Innovations 

o Number of speed controls: 8 

o Speed control model number: DJI 40A Opto 

o Rating in amps: 40 Amps continuous 

o Signal Frequency: 30- 450Hz 

) o Drive PWM Frequency: 8 KHz 

AUTOPILOT 

o Manufacturer: DJI-Innovations 

o Autopilot Model Number: DJI A2 

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

Indicator Lighting System, Data Transceiver, GCS Software 

o Power Consumption: SW 

o Operating Temp Range: -5°C to +60°C 

o Software Compatible: Windows XP sp3 I Windows 7 

o Hovering Accuracy: Vertical:± O.Sm; Horizontal:± 2m 
\. WIRELESS LINKS 

' \ 

) 

o Distributor: DJI-Innovations 

o Frequencies: 

• 2.4 Ghz datalink with WiFi 

• 2.4 Ghz Command & Control 

• 5.8 Ghz Video 

o Power Consumption: 1 watt 

o Usable Range: Less than 2 km. 

FUEL/FLIGHT BATTERY 

o Manufacturers: Various COTS suppliers 

o Battery chemistry recommended: Lithium Polymer 

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

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

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

o Battery Minimum Rated Discharge Rate: 20C minimum 

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

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

o Batteries used simultaneously: 1-4 

o Recommended Battery Discharge Amount: 80-90% 

FLIGHT PARAMETERS 

o Flight Time: up to 30 minutes 

o Payload Max: 11lbs 

o Power Consumption in a Hover at 21lb takeoffweight: 1500 Watts, 65 amps 
\ 

) 

) 

WARNINGS 

o Never power a video transmitter or receiver without an antenna connected or overload 

failure will occur. 

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

o Batteries are highly flammable and can explode, especially when fully charged. 

Improper charging, vibration, impact, high discharge, etc. can lead to explosion and fire. 

Batteries must be charged under constant supervision and using proper precautions. 

o Batteries fully charged must be handled with extreme care. 

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

o Fully charged batteries which are not to be used within 24 hours should be discharged 

to 20%- 50% charged state. 

o Discharging LiPoly batteries in excess of 80% of their rated capacity can cause harm to 

the batteries. 

o Using more than one battery at a time requires the proper wiring harness so that the 

voltage is no more than 25.2V. Over voltage will cause serious damage to electrical 

equipment. 

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

critical to performance. Airframe must not be overloaded. 

o Propellers must be balanced to avoid excessive vibration. 

o GPS/Compass must be facing forward. 

o Do not use GPS Mode without GPS lock. 

o Use low strength thread locking compound on all screws. 

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

equipment, and obstructions. Be prepared for com failures. 
AIRSPEED LIMITATIONS 

SECTION 2 

LIMITATIONS 

o Vne- Velocity to Never Exceed: 15 mjs 

o Va- Typical Maneuvering Speed: 5 mjs 

POWER & POWERPLANT LIMITATIONS 

o 40 Amps max per motor 

o 40 Amps max per speed control 

o 320 Amps max total 

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

o Do not charge batteries which are warmer than air temperature 

o Allow batteries to cool after use before charging 

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

\. WEIGHT LIMITS 

) 

o TakeoffWeight Max: 24lbs 

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

CENTER OF GRAVITY LIMITS 

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

• Must be checked before every flight to ensure batteries were installed in the 

proper location. 

• Check all 4 pairs of arms before flight 

MANEUVER LIMITS 

o This aircraft is intended for non-aerobatic operations 

o G-loading maximum: 2G 
) 

\ 

) 

TEMPERATURE LIMITS 

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

o In cold temperatures 

• Keep IMU at room temperature if possible before the flight 

• Keep Batteries above soc before flight 

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

o In warm temperatures 

• Batteries heat up when discharged 

• 

• 

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

At temperatures above 45°C, use of 2 or more batteries is required to lower the 

load on any one battery pack to keep it cooler. 

WEATHER LIMITS 

o Light dust and light rain require the use of a shield for the electronics in the center 

section. 

o Light dust and light rain are acceptable for the unshielded motor and ESC. 

RANGE LIMITS 

o FUEL 

• Fuel capacity is a primary limiting factor. 

• Flying into the wind will use more battery power to travel the same ground 

distance. Higher air speeds will be required to penetrate the wind which used 

more battery power. Take this into account when flying a mission. 

• Where possible, fly upwind at the start of a mission and downwind at the end to 

avoid depleting the battery before returning to base. Have alternative landing 

sites available in case of emergency landing. 

o WIRELESS LINK 

• 

• 

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

Wireless links are always susceptible to shorter ranges due to 

• Atmospheric conditions 

• Other transmission devices in the area 

• Jamming 

• Antennas not aligned properly 
J 

) 

• Improper voltage 

• Antenna blockage from Aerial Vehicle (A V) in certain positions 

• Multi path- reflection off buildings or ground which cause multiple 

signals to arrive at different times and/or phase. 
) 

MOTOR FAILURE 

SECTION 3 

EMERGENCY PROCEDURES 

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

• The two adjacent motors/ESCs will be increased in thrust automatically by the 

flight controller to overcome the loss 

• In cases where the airframe is highly loaded the maximum rating of 40 amps 

may be exceeded by these two motors/ESCs 

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

damage to the remaining motors 

COMMUNICATION F AlLURE 

o Video link failure 

• 5.8 Ghz being the shortest wavelength in general AV use has the least ability to 

penetrate. This link should be the first to be lost. 

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

5.8 Ghz can lose link with little warning. 

• Ensure that the GCS station antennas are perpendicular to the A V. Do not point 

the antenna at the AV. 

• Yaw the AV to change the antenna position 

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

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

thermal protection which interrupts use temporarily. Use of a heat sink or fan 

may be required especially with high ambient temperatures. 

• Higher gain antennas may be used, but do so with caution. High gain antennas 

are directional. 

• Multiple antennas using "diversity" can be used. Diversity is a device which 

determines the best signal, and uses that. 

• 5.8 Ghz even at high wattages theoretically has less range than lower 

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

considered. 

o RC link failure 

• 2.4 Ghz antennas can lose link with little warning. 

• Anything in between the two antennas can cause temporary signal loss 

especially a person. 
. \ 

) 

• Hold the transmitter up in the air and walk in the general direction of the AV. 

• Ensure that the antenna is vertical. Do not point the antenna at the AV. 

• The failsafes on the RC link should be set so that the AV returns to home. Should 

this require a heading change, the antenna may move into a more desirable 

position and link will be restored. 

• The onboard equipment may block the signal. Yaw the AV so that the antennas 

point towards the GCS. 

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

wattage and usually on 43 3 Mhz. 

Data Link Failure 

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

increase in frequency that is the limit of the range. 

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

swamp the signal. 900 Mhz may not be usable in that area. Change to a different 

freq. or remain closer to the AV 

LOW BATTERY POWER 

• Fail-safes can be set such that in the event of low battery power, either due to a 

failure or too long of a flight, the warning light on the AV will constantly flash 

amber. This is the first level of warning. 

• The second warning level is red flashing lights 

• Auto landing will occur when battery power is low. It may land in a tree or a 

lake, so this is not desirable. 

• Landing with 80-90% of battery depleted is best. Therefore landing with 17,000 

mah used and 3,000 mah remaining of a 20,000 mah battery is desirable. 

Batteries should be drawn down equally when in use if they are both charged 

equally and both in relatively the same condition/age. 

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

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

) 

GCS FAILURE 

• Takeover by the external pilot should happen ASAP using the RC link. 

• Most often happens due to a low battery. 

• Keep a spare 3 cell LiPoly battery with the appropriate plug to plug into the 

charge jack for emergency use. Most chargers are 19V output which is roughly 

equivalent to a 4-cell battery. 3-cell batteries may work. 

COMPASS CALIBRATION ERROR 

FIRE 

• Ifthe compass is out of calibration the warning light will flash red. This is the 

same signal as low voltage. If the voltage is correct, there is a calibration error. 

• Recalibrate the compass following the instruction manual 

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

• Disconnect the battery ASAP unless there is danger in doing so if there is any 

electrical issue. 

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

• Do not attempt to put out a battery fire. Use a fire extinguisher to put out fires 

surrounding the battery. A C02 fire extinguisher is better than the powder or 

chemical type. C02 does not leave a residue. Water can be used though it may 

cause other electrical component failures. 

FORCED LANDINGS 

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

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

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

• Announce your intentions of landing as loud as necessary to alert people of the 

incoming A V. 
SECTION 4 

SET UP SUGGESTIONS 

ELECTRONICS BURN IN 

o We recommend that you put weights onto the landing skids to keep the copter on the 

ground and run the copter at about 70% throttle for about 2 hours to burn in the 

electronics. Most electronic failures occur in the first 2 hours of operation. 

GPS/COMPASS MAST LENGTH 

o We found that the higher the mast, the better the GPS reception 

Nex5N vs. Nex7 vs. Canon 50 vs. Panasonic GH3 

o These cameras are excellent for stills, and very good for video. The best for video is the 

Panasonic GH4 with 4k capabilities. 

o We found that the Nex SN takes exceptional quality stills and video, though most 

professionals use the Nex 7. The Canon SD is better than the Nex7 due to its larger 

sensor. 

o Use the Panasonic GH4 if you primarily shoot video 

RADIO SETUP 

o Follow the instructions in the manual 

o We prefer the switch assignment as shown in the checklists above though feel free to 

modify to your liking 

COPTER COMMAND AND CONTROL 

o We recommend the use of a dual rate switch for main copter operation. 

• High rate - used to initialize the motors. The flight controller will not engage 

unless it sees full down throttle, full left rudder, full left cyclic and full back 

cyclic. However, these may be too high for normal flying. On high rate it is helpful 

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

to your preference. 

• Low rate - used for typical flying. Set the end point adjustments such that full 

stick deflection offers the maximum speed required in normal flying. If 

conditions require higher flight speeds, switch to high rate. On low rate it is also 

helpful to utilize a small amount of exponential to make the stick feel soft around 

center. Adjust to your preference. 
) 

) 

ZENMUSE COMMAND AND CONTROL 

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

TIMERS 

• High rate - used to initialize the gimbal. The gimbal may not engage unless it 

sees full motion. However, these may be too high for shooting video smoothly. 

This is best for still photography so as to put the camera on target quickly. On 

high rate it is helpful to utilize fairly high exponential to make the stick feel soft 

around center. Adjust to your preference. 

• Low rate- used for videography. Set the end point adjustments such that full 

stick deflection offers the maximum speed required for videography. If 

conditions require higher gimbal speeds, switch to high rate. On low rate it is 

also helpful to utilize a small amount of exponential to make the stick feel soft 

around center. Adjust to your preference. 

o Use of the countdown timer is a good backup method to ensure landing with battery 

power. 

BATTERIES 

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

when the throttle is over 1/4. Then adjust the timer upwards until the amount of 

battery used is about 80-90% of the total available. If using 20,000 mah 

batteries, a total of 17,000 mah would be the target. Set the timer such that you 

have a minute or so to land after the alarm sounds so that you have adequate 

time to return to base. Adjust to your preference. 

o Replace the transmitter standard battery with a Lipoly battery to extend use times to 8 

hours. Supplied batteries often last about 2 hours. 
' " 

. \ 

} 

. / 

NORMAL PROCEDURES 

PREFLIGHT CHECKLIST 

o Confirm all communication radios are operational 

• Radios with others in the group 

o Set a perimeter of 500 feet 

• Area must be clear of people to avoid collision 

o Check for overhead power lines and other obstacles to avoid 

o Check structural integrity 

• In event of prior crash, inspect all booms, props and motor mounts for excessive 

flex indicating structural fatigue/failure 

o Have a manual flight plan avoiding obstacles. 

o Load auto flight plan if using one 

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

o Clean lens 

• Remove lens cap 

o Ensure camera has SD card installed 

o Install batteries 

• Ensure that the straps are tight and the Velcro keeps the batteries from moving 

which will avoid a shift in the CG (Center of Gravity- or that it balances evenly) 

o Check CG (Center of Gravity) 

• Lift the copter on each of the 3 pairs of arms. The copter should balance 

properly. If not, do not fly. Rearrange the equipment to achieve proper 

CG 

o IMU pointing forward 

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

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

• This device must be installed with a screw to hold it in place. It cannot vibrate 

easily. If it does not point forward, the corrections in ATTI and GPS mode will be 

incorrect and it will crash. The FC will provide a warning with constant flashing 

white lights. 

o Level copter using a bubble level with front pointing in correct direction for course lock 

- do not turn on 

• Keep in mind the best angle for pointing the landing gear in the direction that 

will keep the landing gear out of the shot when flying . 
\ 

o Turn on Pilot Tx 

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

should have the range set from 200- 350. Use the highest gain possible which does not 

cause oscillation. 

o Check Model Selection on Tx to be S1000 

o Throttle on Tx Down 

o Return to Home switch Off 

o Adjust gain to correct position (if required) 

o Manual Flight Mode Switch to manual (notA TTl or GPS mode) 

o Flight Path Switch Off- Not Course or Home or POI 

o Check Tx battery voltage (above 7.5v) 

• These settings above are required to initialize the copter properly. If the 

switches are in the incorrect position, it will not initialize properly which may 

cause some of the functions like course lock or GPS mode to not operate 

properly. 

• If the copter does not function properly after takeoff, land immediately and 

disconnect the copter power. Then put all the switches in the proper position for 

initialization and turn the power back on to the copter. 

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

The timer should engage at 1/4 throttle and trigger an alarm at the proper time. This is 

a backup alarm in case the indicator lights on the copter are not visible. 

o Turn on Video Tx 

o Check Model Selection on Tx- should read Zenmuse 

o Check Tx battery voltage (above 7.5v) 

o HDMI switch Off 

o Freestyle switch Off (FPV On) 

• These settings above are required to initialize the Zenmuse properly. If the 

switches are in the incorrect position, it will not initialize properly which may 

cause some of the functions like live video or gimbal operation to not operate 

properly. 

• If the camera or gimbal do not function properly, disconnect the copter power. 

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

power back on to the copter. 

o Engage power to copter 

• Plug in the battery pack 
\ 

• 6 quick chirps should be heard confirming 6S LiPoly batteries are recognized by 

the ESCs. 

• Hearing less than 6 chirps indicates fewer cell battery packs are being 

recognized which is incorrect. Check for improper or damaged batteries. 

o Do not move or vibrate the copter until 30 seconds after full GPS Lock 

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

GPS lock. 

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

copter. 

• Ifthe GPS takes more than 5 minutes to lock, there is a problem with the area. It 

is not receiving the proper signals from the satellites. GPS signals are weak, so 

trees, people, buildings, terrain, weather, have an effect. Move the copter into a 

more open area where it can more easily see the satellites. 

o Check Copter Voltage from both Tx's (transmitters) 

• The transmitters receive a signal from the corresponding receivers. The voltages 

are regulated to about Sv. If the voltage is below 4.4v or above 6v do not fly. 

There may be power regulation issues. The receivers cannot work outside this 

voltage consistently. Also there is some issue if the voltage is outside that range 

which should be resolved before flying. 

o Engage Attitude Mode- Must achieve double amber flash 

o Engage GPS Mode- Must achieve double purple flash 

o Engage course cock mode- Must achieve double green flash 

o Disengage course lock mode. Must achieve double purple flash. Stay in this mode until 

just prior to takeoff, after takeoff at any time, or do not use. 

o Do not engage motors. Set throttle to center position. Must achieve single purple flash 

when in GPS mode. 

• To verify that the sticks are all centered properly: 

• With throttle in the center position, use the trim buttons on the transmitter to 

check that the sticks are centered. Trim the roll (the stick located on the right 

side of the transmitter when moved to the right and left) to the right, counting 

the number of clicks until a double flash occurs. Then center the trim. Then move 

the trim to the left, counting the number of clicks until a double flash occurs. An 

equal number of clicks should be counted each side of center. 

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

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

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

neutralized that the flight controller will recognize this signal and engage GPS 

mode. 
l 

\. o Calibrate GPS/Compass before the first flight each day or if receiving continuous red 

) blinks or continuous white blinks. 

) 

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

switch in the manual position. The indicator light will be blue. Rotate the copter 

about 1.5 turns in a horizontal position. A green flashing light indicates that this 

is complete. Then hold the copter vertically and rotate about 1.5 turns. A white 

flashing light indicates that this is complete. Repeat if necessary until this is 

completed. 

o After calibration, reset the copter by cycling battery with copter pointed in the correct 

heading for course lock 

o Engage Camera 

o HDMI switch On 

• This will stop video from playing on the back of the camera and will send the 

video signal to the video transmitter via the HDMI connection. 

o Freestyle switch On (FPV Off) 

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

o Verify camera operation 

• Operate the shutter 

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

constant focusing of the camera. 

o Verify data link if installed 

• Roll the copter about 45 degrees on its side by lifting one side of the copter and 

resting one side of the landing gear on the ground 

• A corresponding roll should be seen on the gauge. 

• If the copter is rolled to the right, it will appear on the gauge that the horizon 

rolls to the left- not the right because the view from inside the copter is that the 

horizon rolls the opposite direction of the copter. 

o Verify altitude is about 0 via gauge on computer 

• If it is not about 0, the altitude settings for the waypoints will be off by this 

amount. This could cause the copter to fly at 10 meters or 30 meters if the 

waypoint is set for 20 meters and the altitude is off by 10 meters one way or 

another. If the copter thinks it is at 10 meters when it is on the ground, then it 

will only rise 10 meters above the ground to achieve what it believes it to be 20 

meters above the ground. 

• The altitude can be reset using the ground control software by going to altitude 

offset. 

o Alternate Emergency Landing Sites Established 
NORMAL TAKEOFF 

o Engage GPS mode- Double purple flash when the throttle is down. 

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

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

o Announce loudly: "CLEAR PROP" 

o Move both of the sticks to the bottom left corners to engage the motors. Within 1 

second move the throttle up 1/8- 1/4. The copter should not lift off until about 50% 

stick is reached. 

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

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

o If all flight checks are passed, announce loudly: "TAKING OFF" 

o Advance throttle to about 3 I 4. Copter must jump off of the ground to avoid one skid 

coming up before the other skid, and the skid on the ground getting caught and flipping 

the copter over sideways. 

o Ascend to 3 meters. Then decrease throttle to 50% to engage the GPS hold. 

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

o Verify that the copter is holding position within .5m in all directions. 

o Verify camera operation 

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

o Verify copter stability. If unstable, land and reset gains, recalibrate, or retest as 

necessary. 

o Proceed with manual mission or 

o For autopilot operation 

• Ascend to 30 feet 

• Command aerial vehicle observer (AVO) to proceed with mission. 

• Pilot should say "It's yours" 

• Response from AVO "I have it" 

o Manual pilot/observer must monitor the informational LED and be ready to take over 

in manual mode when necessary. 

• White flashes indicates flight controller issue 

• Amber flashes indicates low battery 

• Red flashes indicate loss of GPS or severe battery condition 

• Quick decisions are required when red flashes are indicated 

• 10 seconds or more ofloss of GPS signal will stop waypoint guidance and 

any GPS hold and put into manual mode. 
\ 

) 

\ 

) 

• Red indicator light battery warning requires immediate landing 

o Manual pilot to request copter flight battery voltage readout from AVO periodically. 

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

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

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

POST LANDING 

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

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

o ALWAYS disconnect the main power to the AV first, then turn off the transmitter. 

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

excessively hot should be further inspected and possibly replaced. 

o Check battery temperatures by touching them with your fingers. Battery temperatures 

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

o Inspect all components especially the propellers for wear. 

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

AIRCRAFT FLIGHT LOG BOOK 

o Keep a log of all flights. 

• Date 

• Time of Day 

• Time in Operation (in hours) 

• Battery serial numbers 

• Mah used in flight 

• Location 

• Pilot, Observer, Sensor Operator Names 

• Flight Objective 

• Remarks 
AIRCRAFT MAINTENANCE LOG BOOK 

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

• Date maintenance is performed 

• Accumulated hours of operation 

• Remarks 

PILOT LOG BOOK 

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

• Aircraft flown 

• Aircraft serial number 

• Date 

• Time of Day 

• Time in Operation (in hours) 

• Location 

• Flight Objective 

• Remarks 
FLIGHT TIMES 

SECTION 5 

PERFORMANCE 

o The AVis designed to hover at high efficiency. Hovering is much less efficient than 

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

o All the weight of the AVis supported by power from the batteries. As the batteries are 

used in a flight, the amount of power available decreases. Therefore the power reserve 

is constantly decreasing as the battery is being used. Thus loading a rotorcraft above its 

limit is not recommended. While the AV may have enough power to lift off initially on a 

full charge, the power reserve at partial charge may be too low to allow for 

maneuvering and will result in a crash. 

o High lateral speeds will add lift to slightly improve efficiency. The rotors act similar to 

fixed wings at higher speeds. This increase in efficiency may be negated by the 

increased power consumption of forward flight. 

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

position. 

o As weight increases flight times decrease. 

WIRELESS TRANSMISSION 

o Refer to the specific manuals for performance ratings. 

o Wireless communications utilized provide acceptable communication for line of sight 

(LOS). 

o In general: 

• LOS is required 

• The higher the GCS antennas, the better the range 

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

communication drop out. 
SECTION 6 

WEIGHT AND BALANCE EQUIPMENT LIST 

Center of Gravity (CG) 

o CG is critical to the efficient operation of any AV 

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

o The main components which are moved on a regular basis are the sensors and the 

batteries. 

o The sensors are typically in the front of the AV, and the batteries are located in the 

correct position to offset all the components on the AV. 

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

o The CG should be tested by lifting the UV with fingers on the bottom of the arms. Check 

all4 pairs of arms. The CG should be no more than 2mm off in any on the 3 checks. The 

closer the CG is to the centerlines of the arms the more efficient and the more stable the 

AVwill be. 

WEIGHT 

o Weight is critical to the operation of any aircraft 

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

finite amount of thrust. All the weight is lifted by the battery power, there is no wing to 

assist in providing lift. 

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

20% remaining capacity they have about 21 v. This is a loss of 8% of the power available 

which is significant. 

o Do not overload the aircraft or there will not be sufficient reserve power to maneuver 

at low battery levels. 
SECTION 7 

AIR VEHICLE AND SYSTEMS DESCRIPTION 

FUEL/BATTERY REQUIRED 

o Manufacturers: Various COTS suppliers. 

o Refer to manufacturer data sheet. 

o Battery chemistry required: Lithium Polymer 

o Battery Capacity: 16,000 mah (minimum) 

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

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

o Battery Minimum Rated Discharge Rate: 20C minimum 

o Batteries used simultaneously: 1-4 typical 

o Recommended Battery Discharge Amount: 80-90% 

WIRELESS COMMUNICATIONS 

o Refer to the specific manuals for performance ratings. 

o Never power a video transmitter or receiver without an antenna connected or overload 

failure will occur. 

o Wireless communications utilized provide acceptable communication for LOS. 

o In general: 

o LOS is required. 

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

o Lower frequencies have longer range than high frequencies 

o Higher frequencies can transfer more data than lower frequencies 

o Higher frequencies use smaller/shorter antennas 

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

o Frequencies may have severe degradation due to location to other admitters such as 

cell towers 

o Range must be constantly monitored. 

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

can be substituted. They must be verified before use. 

o Alternate frequencies may be utilized to improve link/range. 
SECTION 8 

HANDLING, SERVICE AND MAINTENANCE 

PROPELLER CARE 

o Propellers must be checked each flight for nicks or cracks 

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

BATTERY CARE AND USE 

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

follows. 

o Batteries are highly flammable and can explode, especially when fully charged. 

Improper charging, vibration, impact, high discharge, etc. can lead to explosion and fire. 

Batteries must be charged under constant supervision and using proper precautions. 

o Batteries fully charged must be handled with extreme care. 

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

dangerous state. Never charge a puffed up battery. 

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

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

significant amount of its capacity to determine the current capacity. 

o Properly dispose of batteries. First discharge the battery fully using a battery cycler. 

Bring to a recycler such as a home improvement store. 

o Always charge flight batteries under "balance" mode. 

o Flight Battery Recommended Charge Rate: 1 C 

o Flight Battery Maximum Charge Rate: May exceed SC. Charge rates higher than 1C will 

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

cycles. Use the lowest charge rate which is practical. 

o Battery Rest Time between discharging and charging: 30 minutes minimum, 1 hour 

maximum. 

o Do not charge if the battery is more than zoe warmer than ambient, especially if the 

temperature is above zooc. The outer surface is cooler than the inner core after use. 

Damage will occur when charging a warm battery. 

o Recommended Battery Discharge Amount: 80%. Using more of the capacity of the 

battery will decrease the life cycles 

o As battery temperature approaches freezing the capacity of Lithium Polymer batteries 

decrease. Keep warmer than soc before installing into the UV (unmanned vehicle).