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 proceduresfor 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 f or 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

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 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 operating4

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 Federal5

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 f rom 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. The6

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 be7

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

EnclosuresBLACK & VEATCH CORPORATION 11401 LAMAR AVENUE, OVERLAND PARK, KS 66211 +1 913-458-7823 I BAKERRL2@BV.COM

June 10, 2015 U.S. Department ofTransportation, Docket Operations West Building Ground Floor, Room W12-140 1200 New Jersey Ave, SE Washington, DC 20590

Re: Petition of Black & Veatch Corporationfor an Exemption Pursuant to Section,.$33 of the FAA Modernization and ReformActof2012 to Operate an Small UnmannedAircraftSystem. Dear Sir or Madam: Pursuant to Section 333 ofthe FAA Modernization and Reform Act of2012 (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 ofsmall unmanned aerial systems (sUAS), for aerial imaging for safety and monitoring ofsecured 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 permitthe 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 alreadybestpractices safety protocols followed by Black & Veatch. Approval ofthis exemption would therefore create no safety concerns regarding national airspace and would fulfill the Secretary ofTransportation'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) ofthe 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 LamarAvenue 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 authorityto issue exemptions. This statutory authorityby its terms includes exempting civil aircraft, as the term is defined under §40101 ofthe Act, that includes sUASs, from the requirementthat 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) ofthis 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) ofthe 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:

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• The sUAS's size, weight, speed, and operational capability; • Operation ofthe sUAS in close proximity to airports and populated areas; and • Operation ofthe sUAS within visual line ofsight ofthe operator. Reform Act§ 333 (a). Lastly, ifthe Secretary determines that such vehicles "may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation ofsuch 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, butfor the Administrator to craft conditions for the safe operation ofthe sUAS, ifit 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 ofno 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 ofthe national airspace system or the public." Given the small size ofthe sUAS and the restricted and sterile environmentwithin 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 sUAS to commence immediately. Also due to the s m a 11 size ofthe 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 ofthe Reform Act, the authority contained in the Federal Aviation Act, as amended; the strong equivalentlevel 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) ofthe Reform Act. This law directs the Secretary ofTransportation to consider whether certain unmanned aircraft systems may operate safely in the NAS before completion ofthe rulemaking required under Section 332 ofthe Reform Act. By granting an exemption the FAA will fulfill Congress's intent ofallowing UAS to operate with significant safetyprecautions in low risk environments. The use ofsUAS 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 ofworkplace fatality and injury (www.osha.gov). With

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the use ofthe 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 ofhelicopters and small aircraftto 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 impactby 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 ofmuch heavier small aircraft. EQUIVALENT LEVEL OF SAFETY Black & Veatch proposes thatthe 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 ofsafety 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 ofsight ofPilot in Command or Visual Observer. 3. Maximum total flight time for each operational flight will be 20 minutes. Flights will be terminated at 20% battery power reserve should that occur prior to the 20 minute limit. 4. Flights will normallybe operated at an altitude below 200 feet AGL, never exceeding 400 feetAGL 5. The sUAS pilotwill be trained and certified in the proper safety and operations ofthe sUAS. 6. The sUAS will only operate within a controlled area as defined in the Appendices. 7. The sUAS pilotwill post advisory notices where people are located around the controlled area. 8. Abriefing will be conducted in regard to the planned sUAS operations prior to each day's production activities. It will be mandatorythat all personnel who will be performing duties within the boundaries ofthe safety perimeter be present for this briefing. 9. All onsite personnel will consent to the sUAS flyover bywaiver, and the operator will obtain additional verbal or written consent ofall persons who will be allowed within 100 feet ofthe flight operation. 10. Operator will have been trained in operation ofsUAS 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 propertyholders will be obtained.

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12. Ifthe 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 ofairworthiness 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 ofan equivalent level of safety under Part 11 and Section 333 ofthe Reform Act. The Federal Aviation Act (49 U.S.C. §44701 (f)) and Section 333 ofthe Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration ofthe size, weight, speed, operational capability, and proximityto airports and populated areas ofthe particular sUAS. In all cases, an analysis ofthese criteria demonstrates thatthe sUAS operated without an airworthiness certificate, in the restricted environment and under the conditions proposed will be atleast 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 ofthese same criteria demonstrates that there is no credible threat to national securityposed by the sUAS, due to its size, speed of operation, location ofoperation, lack ofexplosive materials or flammable liquid fuels, and inabilityto carry a substantial external load. 14 CFoR Part 27: This regulation sets forth the procedural requirements for airworthiness certification ofnormal 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 onlythe 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.

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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 ofthe sUAS, two-inch letteringwill be impossible. The word "Experimental" will be placed on the fuselage in compliance with §45.29 (f). The equivalentlevel ofsafetywill 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 ofthe 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) limitprivate 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 ofcurrent operations byrequiring 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 ofhuman error. The area ofoperation 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 bythe operator and in compliance with local public safety requirements. The risks associated with the operation ofthe sUAS are therefore diminished from the level of risk associated with commercial operations contemplated by Part 61 when drafted, and allowing operations ofthe sUAS as requested with a Pilot who has met the minimum requirements stated in the Appendices and achieves the level ofsafety 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 ofthe aircraft and the requirements contained in the Appendices for maintenance and use ofsafety check lists prior to each flight, an equivalent level ofsafetywill be provided. 14 Section 91.9 (b) (2) provides: No person may operate a U.S.-registered civil aircraft

...

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(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 ofthis 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 onlybecause there is no pilot on board, butbecause there is no room or capacity to carry such an item on the aircraft. The equivalentlevel ofsafety will be maintained bykeeping the flight manual at the ground control pointwhere 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 offlight. As FAA approved rotorcraft flight manuals will notbe provided for the aircraft an exemption will be needed. An equivalent level ofsafetywill be provided as set forth in the Appendices. The operator will take all actions including reviewing weather, flight battery requirements, landing and takeoffdistances and aircraftperformance 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, bytheir design do not have fully functional dual controls. Flight is accomplished through the use of a control box that communicates with the aircraftvia radio communications. The FAA has approved exemptions for flight training without fully functional dual controls for a number ofaircraft 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 ofthe 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 authorityto 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.

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The equivalent level ofsafetywill be achieved given the size, weight, speed ofthe sUAS as well as the location where it is operated. In addition, the low-altitude operations ofthe sUAS will ensure separation between these sUAS operations and the operations ofconventional aircraft that must complywith Section 91.119. 14 CFR 91.121: This regulation requires each person operating an aircraftto maintain cruising altitude by reference to an altimeter that is set "

... to the elevation ofthe departure airport or an appropriate altimeter setting available before departure." As the sUAS may not have a barometric altimeter, butinstead a GPS altitude read out, an exemption may be needed. An equivalent level of safetywill be achieved by the operator, pursuantto the Appendices, confirming the altitude ofthe 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 ofintended landing, and, assuming normal cruising speed

- (1) During the day, to fly after that for atleast 30 minutes; or (2) At night, to fly after that for at least 45 minutes." Given the technological limitations on the sUAS batterypower 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 of30 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% batterylife remaining or (b) five minutes of flight time remaining. Applicantbelieves that an exemption from 14 CFR §91.151(a) falls within the scope ofprior 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 ofreserve fuel, does not create the type ofrisks that Section 91.151 (a) was intended to alleviate given the size and speed ofthe sUAS. The FAA has stated that an equivalent level ofsafety is provided ifthe sUAS flight is conducted under daytime VFR flight conditions using visual line of sight (VLOS), and terminated with at least 25% reserve batterypower still available. See Grant ofExemption No. 11062, p. 21-22. The Appendices requires an equivalent level ofsafetyby safely landingwith no less than the greater of (a) 20% batterylife remaining or (b) five minutes oflight time remaining and otherwise complying with the flight restrictions above. 14 & Ca The regulation provides in pertinentpart: (a) Except as provided in§ 91.715, no person may operate a civil aircraft unless it has within it the following:

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(1) An appropriate and current airworthiness certificate

... (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) ofthis section or a special flight authorization issued under §91.715 is displayed atthe 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 ofsafetywill be achieved bykeeping these documents at the ground control pointwhere 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 ofother 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 ofthis part and shall between required inspections, except as provided in paragraph (c) ofthis section, have discrepancies repaired as prescribed in part43 ofthis chapter

...," and others shall inspect or maintain the aircraft in compliance with Part43. Given thatthese sections and Part43 apply only to aircraftwith an airworthiness certificate, these sections will not applyto the Applicant. Maintenance will be accomplished by the operator pursuantto the flight manual and operating handbook as referenced in the Appendices. An equivalent level ofsafetywill be achieved because the sUAS is limited in size and will carry a small payload and operate only in controlled areas for limited periods oftime from no higher than 400 feet AGL.. Ifmechanical 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 ofany 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 equivalentlevel ofsafety. FEDERAL REGISTER PULICATION SUMMARY Pursuantto 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register, should itbe determined that publication is needed: Black & Veatch Corporation seeks an exemptionfrom the following rules: 14 CFR Part21 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 thepurpose of inspection, monitoring, mapping andphotographing equipment and engineering studies.

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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 personnelphysically climbing structures andjor utilizing high rise equipmentboth of which create numerous and extreme risk to such personnel. In contrast, a sUAS weighingfewer than 55 lbs. andpowered by batteries eliminates virtually all of that risk. The sUAS will carry no passengers or crew and, therefore, will notexpose personnel to any of the risks described above.

All flights will occur overprivate or controlled accessproperty with theproperty owner's prior consentandknowledge. The granting of this exemption request willprovide innovative safety operations. Satisfaction ofthe criteria provided in Section 333 ofthe Reform Act of2012--size, weight, speed, operating capabilities, proximityto airports and populated areas and operation within visual line of sight

- provide more than adequatejustification for the grant ofthe requested exemptions allowing commercial operation ofapplicant's sUAS in and pursuant to the Procedures appended hereto. Sincerely,

Ryan Baker, Director ofsUAS Flight Operations Black & Veatch Corporation

Enclosures

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## 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 ofinspection, 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 currentinformation. 4. The Director will ensure thatthis 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 takeoffweight of approximately 24 pounds including payload. 3. Operation ofthe S1000 is described in Appendix B. Black &Veatch sUAS Pilot Operating Handbook. 4. A complete description ofthe 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 ofa pilot in command (PIC) and a visual observer (VO)\ )

\. ) /

\

./ 2. The PIC will possess at least a sportpilot 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 propertywith permission from the property owner/controller or authorized representative. Permission from the property owner

### Icontroller or authorized representative will be obtained for each flight to be conducted. 2. Flight operations will not be conductwithin 5 nautical miles ofan airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center ofthe airport symbol as denoted on the current FAA-published aeronautical chartunless a letter ofagreementwith that airport's management is obtained or otherwise permitted by a certificate ofwaiver 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 presentthat sufficiently protect nonparticipating persons from the sUAS andjor debris in the event ofan accident. b. The owner

### fcontroller ofanyvessels, vehicles, or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment ofthe risk ofoperating closer to those objects and determined that it does not present an undue hazard. Parameters 1. Flights will be operated within visual line ofsight (VLOS) ofthe PIC or VO during daylight and under visual meteorological conditions (VMC). 2. The sUAS will not be operated ifwind gust greater than 30 mph. 3. Prior to each flight, a zero altitude initiation pointwill be established and confirmed for accuracyby 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% batterylife remaining or (b) five minutes offlight time remaining. 6. Flights will be operating at orbelow 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 ofwayto other manned aircraft operations. 9. The flight will be aborted in case ofunpredicted 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 ofthe sUAS. The sUAS and ground control station will be inspected for signs ofdamage. Screws will be checked and tightened ifnecessary. 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 notloose 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. Apreflight 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 ofthe sUAS. 2. The sUAS and ground control station will be inspected for signs ofdamage. Screws will be checked and tightened ifnecessary. 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 bookto 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 conductthe test flight in accordance with Appendix D. b. The PIC will make an entry in the log book ofthe functional test flight 2. Every 500 hours offlight 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 ofthe functional test flight.. \ ) 

## Appendix B: Black 

## & Veatch sUAS Pilot Operation Handbook

## ) KEY PARAMETERS Max TakeoffWeight Weight with Zenmuse and all other equipment- no camera, no battery Weight ofNexS/6/7 camera Weight ofCanon SD camera Max BatteryWeightwith ZenmusefNex Camera: Max BatteryWeight with ZenmusefCanon SD: Flight Times using 90% ofbattery: 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 setproperly 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 WiringTight o No excessive flexing ofmotors orbooms o Boomsjmotors will nottwist o Center ofgravity is correct o Warning lights setfor low battery ifused o Batteries charged. Replace anybatterywhich cycles below 80% ofrated 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 of500 feet- area mustbe clear ofnon-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 batteryvoltage o Install battery on copter. o Check center ofgravity o Level copterwith 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 batteryvoltage (above 7.4v) o On PhVideo Tx- set switches- HDMI switch Off, Freestyle switch On o Video Transmitter On o Check Model Selection on Tx o Check Video Tx batteryvoltage (above 7.4v) o Plug in batteryblack lead first. o Calibrate GPS/Compass ifnecessary o Ifcalibrated, cycle batterywith correctheading for course lock. o Do nottouch 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 CopterVoltage from GCS o Engage Attitude Mode- MustAchieve 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 Flasho 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 itselfshould go off) o Freestyle switch On (FPV Off) o Verify camera operation (Ifproblems, check Drive Mode- Remote Cmdr mustbe "on", manual focus, intelligent auto) o Verify data link ifinstalled

- rolling copter manually should change gauges o Upload flight plan o Verify altitude is about 0 via gauge on computerjGCS/video monitor o Timers setproperly**~\** ) 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 immediatelyraise the throttle 2 clicks, and center the right stick. o Advance throttle to 1/4power 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 mustjump offofthe 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 byrotating 90 degrees and pushing forward on stick. o Verify copter stability. Ifunstable, land and reset gains, recalibrate, orretest 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 correctheading 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 ofX, Y, Zfor location ofIMU 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 ofbalance 

### • 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 ifloss 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 offlight o Adjust any parameters (camera servo speed, exponential, etc) o Turn power offto transmitters, camera, goggles, monitors, Rxs, etc. o Touch motors to verify temperatures are similar o Complete flight log 

### • 

### • • Date and time offlight Batteries used Time ofFlightTABLE 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 offthe shelf) components have been utilized. Some may have slight modifications to better suitthis 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, itis importantto periodically check for online upgrades to the COTS components, including hardware, firmware and software. WARNING: Great care must be taken with the batteries. Much ofthis manual and supplemental information is devoted to the use and care ofthe 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 oftheir use. GENERAL CHARACTERISTICS o Primarily for ISR (Intelligence, Surveillance, and Reconnaissance) o Economical due to extensive use ofCOTS products o Low Visual Signature o Low Aural Signature o Quick Launch and Recovery o ShortTraining 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 ofMission 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 OperatingAltitude: 1000 meters o Maximum Operation Wind Conditions: 10 

### mjs o Propulsion System: LiPoly batteries o Takeoff: Manual or Automatic o Landing: Manual orAutomatic o Takeoff/RecoveryArea: 5m square IMPORTANT DIMENSIONS o Distance rotor to rotor across the center: 41" o Heightwith GPS/Compass folded down: 21" o Height with GPS/Compass up: 25" o Length oflanding 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 exceptbattery: 13.4lbs o Maximum TakeoffWeight: 24lbs o BatteryWeight: up to 9.5 lbs with Nex camera and Zenmuse Gimbal MOTORS o Manufacturer: DJI-Innovations o Number ofmotors: 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 DrawTypical Average: 65 ampsPROPELLERS o Manufacturer: DJI-Innovations o Material: Composite o Number ofpropellers: 8 o Propeller model number: DJI 15 x 5.2 o Number ofblades: 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 ofspeed 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 chemistryrecommended: Lithium Polymer o Battery Capacity: 16,000

- 42,000 mah o Battery cell count required: 6S (6 cells in series) o BatteryVoltage: 21 Vminimum 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 mustbe charged under constant supervision and using proper precautions. o Batteries fully charged mustbe handled with extreme care. o Store batteries between 20%- 50% charged state. Fully chargejustbefore 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 of80% oftheir rated capacity can cause harm to the batteries. o Using more than one battery at a time requires the proper wiringharness so thatthe 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 notbe 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 ofrated 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 • Mustbe checked prior to takeoffifany change in equipmentis made CENTER OF GRAVITY LIMITS o 3mm from the center ofany ofthe three pairs ofarms • Must be checked before every flight to ensure batteries were installed in the proper location. • Check all 4 pairs ofarms 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 ifpossible 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 of2 or more batteries is required to lower the load on any one batterypack to keep it cooler. WEATHER LIMITS o Light dust and lightrain require the use ofa 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 primarylimiting factor. • Flying into the wind will use more batterypower to travel the same ground distance. Higher air speeds will be required to penetrate the wind which used more batterypower. Take this into account when flying a mission. • Where possible, fly upwind at the start ofa mission and downwind atthe end to avoid depleting the batterybefore returning to base. Have alternative landing sites available in case ofemergencylanding. 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 properlyJ

) • Improper voltage • Antenna blockage from Aerial Vehicle (AV) in certain positions • Multipath- reflection offbuildings 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 automaticallyby the flight controller to overcome the loss • In cases where the airframe is highly loaded the maximum rating of40 amps maybe exceeded bythese 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 shortestwavelength in general AV use has the least ability to penetrate. This link should be the first to be lost. • It is bestto 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 perpendicularto the A V. Do not point the antenna atthe 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 heatwhen in operation. When overheated they mayhave thermal protection which interrupts use temporarily. Use ofa heat sink or fan maybe required especially with high ambienttemperatures. • Higher gain antennas maybe 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 theoreticallyhas 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 ofthe AV. • Ensure thatthe antenna is vertical. Do not pointthe antenna atthe AV. • The failsafes on the RC link should be set so thatthe 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. • ALRS (long range system) can be used as a permanent solution. This is higher in wattage and usually on 433 Mhz.

Data Link Failure • 900 Mhz do not lose linkwithout some warning. When drop outs are noticed to increase in frequency that is the limit ofthe range. • Ifusing 900 Mhz, this is on cell phone frequency. Ifa cell tower is nearby it can swamp the signal. 900 Mhz may notbe 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 oflow batterypower, either due to a failure ortoo long ofa flight, the warning light on the AV will constantly flash amber. This is the first level ofwarning. • The second warning level is red flashing lights • Auto landing will occur when batterypower is low. It may land in a tree or a lake, so this is not desirable. • Landing with 80-90% ofbattery depleted is best. Therefore landing with 17,000 mah used and 3,000 mah remaining ofa 20,000 mah batteryis desirable. Batteries should be drawn down equally when in use ifthey 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 batterybelow 19.8V can permanently damage the battery.\ ) GCS FAILURE • Takeover bythe 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 chargejackfor emergency use. Most chargers are 19V outputwhich is roughly equivalent to a 4-cell battery. 3-cell batteries maywork. COMPASS CALIBRATION ERROR

FIRE • Ifthe compass is out ofcalibration the warning light will flash red. This is the same signal as low voltage. Ifthe voltage is correct, there is a calibration error. • Recalibrate the compass following the instruction manual

• Fires can occur due to a short circuit orbatteryfailure. • Disconnectthe batteryASAP unless there is danger in doing so ifthere is any electrical issue. • It is not possible to put out a battery fire. • Do not attemptto put out a batteryfire. Use a fire extinguisher to put out fires surrounding the battery. A C02 fire extinguisher is betterthan the powder or chemical type. C02 does not leave a residue. Water can be used though it may cause other electrical componentfailures. FORCED LANDINGS • Ifalternate emergency landing zones should be chosen ahead oftime. • Be sure thatthe LZ is clear ofpeople to avoid any incidents. • Land in the nearest LZ which is clear ofpeople. • Announce your intentions oflanding as loud as necessary to alert people ofthe incomingA V.

### SECTION 4 SET UP SUGGESTIONS ELECTRONICS BURN IN o We recommend thatyou putweights 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 ofoperation.

GPS/COMPASS MAST LENGTH o We found thatthe 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 verygood 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 betterthan the Nex7 due to its larger sensor. o Use the Panasonic GH4 ifyou primarily shootvideo

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 ofa 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 leftrudder, 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 ofexponential to make the stick feel soft around center. Adjust to your preference.

# )

) ZENMUSE COMMAND AND CONTROL o We recommend the use ofa 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 maybe too high for shooting video smoothly. This is bestfor still photography so as to putthe 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 ofexponential to make the stick feel soft around center. Adjust to your preference.

o Use ofthe 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 adjustthe timer upwards until the amount of batteryused is about 80-90% ofthe total available. Ifusing 20,000 mah batteries, a total of 17,000 mah would be the target. Set the timer such thatyou have a minute or so to land after the alarm sounds so thatyou have adequate time to return to base. Adjust to your preference.

o Replace the transmitter standard batterywith a Lipoly batteryto 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 mustbe clear ofpeople to avoid collision o Check for overhead power lines and other obstacles to avoid o Check structural integrity • In event ofprior 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 ifusing one • Be sure thatthe 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- orthat itbalances evenly) o Check CG (Center ofGravity) • Lift the copter on each ofthe 3 pairs of arms. The copter should balance properly. If

### not, do not fly. Rearrange the equipmentto achieve proper CG o IMU pointing forward • The Inertial Measurement Unit is set so that it mustface forward o GPS/Compass installed, limited free play, pointing forward • This device mustbe installed with a screwto hold it in place. It cannotvibrate easily. Ifit does not point forward, the corrections in ATTI and GPS mode will be incorrect and itwill crash. The FC will provide a warningwith 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 ofthe shotwhen flying

.\ o Turn on Pilot Tx o Ifusing the rate gyro, setit atthe correctposition. 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 correctposition (ifrequired) 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 batteryvoltage (above 7.5v) • These settings above are required to initialize the copter properly. Ifthe switches are in the incorrect position, itwill not initialize properlywhich may cause some ofthe functions like course lock or GPS mode to not operate properly. • Ifthe copter does not function properly after takeoff, land immediately and disconnectthe copterpower. Then put all the switches in the proper position for initialization and turn the powerback on to the copter. ) o Count down timer should be setto 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 notvisible. o Turn on Video Tx o Check Model Selection on Tx- should read Zenmuse o Check Tx batteryvoltage (above 7.5v) o HDMI switch Off o Freestyle switch Off (FPV On) • These settings above are required to initialize the Zenmuse properly. Ifthe switches are in the incorrect position, itwill not initialize properlywhich may cause some ofthe functions like live video or gimbal operation to not operate properly. • Ifthe camera or gimbal do not function properly, disconnectthe copter power. Then put all the switches in the proper position for initialization and turn the powerback 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 batterypacks are being recognized which is incorrect. Check for improper or damaged batteries. o Do not move orvibrate 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 correspondingreceivers. The voltages are regulated to about Sv. Ifthe voltage is below 4.4v or above 6v do not fly. There maybe power regulation issues. The receivers cannotwork outside this voltage consistently. Also there is some issue ifthe 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. Stayin this mode until justprior to takeoff, after takeoffat 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 ofthe transmitter when moved to the right and left) to the right, counting the number ofclicks until a double flash occurs. Then center the trim. Then move the trim to the left, counting the number ofclicks until a double flash occurs. An equal number ofclicks should be counted each side of center. • Do this check for the 3 stick movements otherthan throttle. • Center the trim such thatwhen the stick is in the neutral position thatthere are equal numbers ofclicks in each direction. This ensures thatwhen the sticks are neutralized thatthe flight controller will recognize this signal and engage GPS mode.l \. o Calibrate GPS/Compass before the first flight each day or ifreceiving 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. Awhite flashing light indicates that this is complete. Repeat ifnecessary until this is completed. o After calibration, resetthe copterby cycling batterywith 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 ofthe camera and will send the video signal to the video transmitter via the HDMI connection. o Freestyle switch On (FPV Off) • This allows the camerato be operated freely through the transmitter o Verify camera operation • Operate the shutter • Setthe focus to auto or manual. Manual setting is usually setto infinity to stop constant focusing ofthe camera. o Verify data link ifinstalled • Roll the copter about 45 degrees on its side by lifting one side ofthe copter and resting one side ofthe landing gear on the ground • A corresponding roll should be seen on the gauge. • Ifthe copter is rolled to the right, itwill appear on the gauge that the horizon rolls to the left- not the rightbecause the view from inside the copter is thatthe horizon rolls the opposite direction ofthe copter. o Verify altitude is about 0 via gauge on computer • Ifitis not about 0, the altitude settings for the waypoints will be offbythis amount. This could cause the copter to fly at 10 meters or 30 meters ifthe waypoint is set for 20 meters and the altitude is offby 10 meters one way or another. Ifthe copter thinks itis at 10 meters when itis on the ground, then it will only rise 10 meters above the ground to achieve what itbelieves itto 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 EstablishedNORMAL TAKEOFF o Engage GPS mode- Double purple flash when the throttle is down. o Switch to Course Lock flight mode ifrequired. Purple flashes are replaced with green flashes. Flying in course lock is not required, buthelpful in many instances. o Announce loudly: "CLEAR PROP" o Move both ofthe sticks to the bottom left corners to engage the motors. Within 1 second move the throttle up 1/8- 1/4. The copter should notlift offuntil about 50% stick is reached. o Verify data and video links before lifting off. Ifanything is notworking properly, move the throttle stickto low to disengage the motors and determine a solution. o Ifall flight checks are passed, announce loudly: "TAKING OFF" o Advance throttle to about 3

## I4. Copter mustjump offofthe 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 byrotating 90 degrees and pushing forward on stick o Verify copter stability. Ifunstable, 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 readyto take over in manual mode when necessary. • White flashes indicates flight controller issue • Amber flashes indicates low battery • Red flashes indicate loss ofGPS 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 putinto manual mode.\ )

\ ) • Red indicator lightbatterywarning requires immediate landing o Manual pilotto request copter flight batteryvoltage readout from AVO periodically. • Reset the first and second indicator lights as required for your setup. • Also use the countdown timer on the transmitter. This gives a good indication of batterylevel because the currentused is fairly constantfrom flight to flight. POST LANDING o Note flight time from transmitter. Write this down in the log book. o Note battery power used duringthe flight. Write this down in the log book. o ALWAYS disconnect the main power to the AV first, then turn offthe transmitter. o Check motor temperatures bytouching them with your fingers. Any motors which are excessively hot should be further inspected and possibly replaced. o Check batterytemperatures bytouching them with your fingers. Batterytemperatures should notbe hot to the touch. Battery temperatures should be slightly above ambient. o Inspect all components especially the propellers for wear. o Note in logbookwhich batteries were used to calculate life cycle. AIRCRAFT FLIGHT LOG BOOK o Keep a log ofall flights. 

### • Date 

### • Time ofDay 

### • Time in Operation (in hours) 

### • Battery serial numbers 

### • Mah used in flight 

### • Location 

### • Pilot, Observer, Sensor Operator Names 

### • Flight Objective 

### • RemarksAIRCRAFT MAINTENANCE LOG BOOK o Keep a log ofsignificant inspections, 

### tests, repairs, alterations, equipment changes. • Date maintenance is performed • Accumulated hours ofoperation • Remarks PILOT LOG BOOK o Keep a log ofall flights. Include the following: 

### • Aircraft flown 

### • Aircraft serial number 

### • Date 

### • Time ofDay 

### • Time in Operation (in hours) 

### • Location 

### • Flight Objective 

### • RemarksFLIGHT TIMES 

### SECTION 5 PERFORMANCE

o The AVis designed to hover athigh 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 ofthe AVis supported bypower from the batteries. As the batteries are used in a flight, the amount ofpower available decreases. Therefore the power reserve is constantly decreasing as the batteryis being used. Thus loading a rotorcraft above its limit is not recommended. While the AV mayhave enough power to lift offinitially on a full charge, the power reserve at partial charge maybe 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 athigher speeds. This increase in efficiency maybe negated by the increased power consumption offorward flight. o High winds or gusts decrease efficiency /flighttime. 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 ofsight (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 ofGravity (CG) o CG is critical to the efficient operation ofanyAV 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 ofthe 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 ofthe arms. Check all4 pairs ofarms. The CG should be no more than 2mm offin any on the 3 checks. The closer the CG is to the centerlines ofthe arms the more efficient and the more stable the AVwill be.

WEIGHT o Weight is critical to the operation ofany aircraft o Weight is especially critical to a rotor wing aircraft. At full throttle the motors have a finite amount ofthrust. 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 capacitytheyhave about 21v. This is a loss of8% ofthe power available which is significant. o Do not overload the aircraft or there will not be sufficient reserve power to maneuver at low batterylevels.

### 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 BatteryVoltage: 21 Vminimum 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 BatteryDischarge 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 mustbe constantly monitored. o Alternate antenna types maybe utilized to improve link/range. Patch, helical, omni, etc. can be substituted. They mustbe verified before use. o Alternate frequencies maybe utilized to improve link/range.

### SECTION 8 HANDLING, SERVICE AND MAINTENANCE PROPELLER CARE o Propellers mustbe checked each flight for nicks or cracks o Propellers are designed to lastindefinitely ifthey do not impact dust, dirt or more.

BATTERY CARE AND USE o Refer to instruction sheetincluded 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 batterywhich puffs up is considered damaged and must notbe used. It is in a dangerous state. Never charge a puffed up battery. o Any batterywhich holds less than 80% ofits rated capacity should be discarded. o Cycle test each battery after every 50 cycles or ifa batteryis suspected to have lost as significant amount ofits capacityto determine the current capacity. o Properly dispose ofbatteries. 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 perthe manufacturerwill 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 ifthe battery is more than 

## zoe warmer than ambient, especially ifthe 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 ofthe capacity ofthe batterywill decrease the life cycles o As batterytemperature approaches freezing the capacity ofLithium Polymer batteries decrease. Keep warmer than 

## soc before installing into the UV (unmanned vehicle).