Artur Segieda

717 N. Keebler Ave.

Collinsville, Illinois, 62234

618-401-0733

August 5, 2015

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE Washington, DC 20590

Re: Exemption Request Pursuant to Section 333 of the FAA Modernization and Reform 

Act of 2012, 49 U.S.C. § 44701(f), and Part 11 of the Federal Aviation Regulations

Dear Sir or Madam:

I, Artur Segieda, pursuant to Section 333 of the FAA Modernization and Reform Act of 

2012 (Reform Act), Subsection (f) of 49 U.S.C. § 44701, and 14 C.F.R. Part 11, request

an exemption from the Federal Aviation Regulations (FARs) listed below and discussed 

in Appendix A to allow Artur Segieda to conduct commercial operations with small 

Unmanned Aircraft System (sUAS) to provide aerial film making, photography, 

videography, surveying, data acquisition, site, structural and patrolling inspections for 

pipeline, energy, utility, construction, real estate, precision agriculture and other 

industries, search and rescue, remote sensing, community awareness, education, 

training, research operations and other flight operations that could be performed safely 

and more cost effectively than a traditional manned aircraft.

Performing these services with a sUAS is in the public interest for several reasons, 

which are detailed further herein and include: (1) dramatically reducing safety risks 

inherent in manned operations, both in the air and on the ground; (2) inspecting 

locations where humans are not able visit without incurring substantial risk; (3) 

enhancing capabilities to utilize the sUAS to assist first responders on safety or 

environmental incidents; (4) and improving access to and control of various sites and 

operations. The use of the sUAS for these services will reduce the need to either 

operate manned aircraft in a difficult environment and reduce the environmental impact 

of conventional aircraft operations or add to the safety when other non-aircraft related 

methods prove hazardous or risky. In addition, the small, lightweight, and easily 

controllable operating characteristics of the sUASs’ provide for safe operations over site 

locations.

Exemptions Requested

Artur Segieda requests exemptions from the following regulations:

14 C.F.R. Part 21;

14 C.F.R. 45.23(b);

14 C.F.R. 61.113(a) and (b);

14 C.F.R. 91.7(a);

14 C.F.R. 91.119(c);
14 C.F.R. 91.121;

14 C.F.R. 91.151(a);

14 C.F.R. 91.203(a) and (b);

14 C.F.R. 91.405(a);

14 C.F.R. 91.407(a)(1);

14 C.F.R. 91.409(a)(1) and (2);

14 C.F.R. 91.417(a) and (b).

Operating Conditions

Artur Segieda requests an exemption subject to the conditions listed in Appendix B, 

which are substantially similar to the operating conditions required for the FAA’s 

previous grants of exemptions under Section 333. In accordance with the conditions 

approved in previous exemption grants, Artur Segieda is requesting authority to operate 

the sUAS within visual line of sight and below 400 feet AGL except as provided by FAA 

Air Traffic Control via COA. Artur Segieda will use the elevation of the highest prominent

terrain within 1 mile of the launch point and within the visual line of sight

(VLOS) as a ground reference point to establish the 400 feet ceiling. In other words, 

Artur Segieda will not operate the sUAS any higher than 400 feet above the highest 

point within 1 mile from the launch point, and will only do so provided the sUAS is within 

the line of sight. These operating conditions, along with those listed in Appendix B, 

would provide an equivalent level of safety for the reasons described below. The sUAS 

is visible up to 2,000 meters (1.24 miles) in a clear sky, making the selection of the 

predominant terrain within 1 mile of the launch point as a ground reference a logical and 

easily manageable reference.

Operator Requirements

As a condition to the grant of the exemptions, Artur Segieda will require that the PIC 

hold at least a private pilot certificate and a valid third-class medical certificate. The PIC 

will have accumulated and logged a minimum number of flight cycles and hours for 

daytime operations, as required by the FAA. The PIC will also be subject to the FAA 

flight review requirements. The PIC and all observers will be required to have 

completed a training program. Artur Segieda respectfully submits that the operator 

qualifications takes into account the operating conditions and characteristics of the 

particular sUAS in use.

Public Interest

Artur Segieda respectfully submits that its use of the sUAS in lieu of manned 

operations, which are currently conducted with conventional fixed and rotary winged 

aircraft, offers increased safety benefit and will achieve an enhanced level of safety, as 

mandated under Section 333(c) of the Reform Act. Approval of this application also will 

benefit the public interest by allowing better, safer, and more cost efficient information 

gathering for various industries. Conventional aerial survey and inspection operations 

using manned aircraft involve very heavy aerial vehicles that must transit to the 

operational location and carry significant quantities of combustible fuels and a multiperson crew in piloting and observation roles. These operations become even more 
difficult if the terrain is mountainous. By contrast, the sUAS lightweight, including its 

payload and use of batteries for power, allows it to be carried to and from the area of

activity, removing the need for airborne pilots and observers, and poses less risk to 

people and infrastructure on the ground, as well as other aircraft. Additionally, no 

national security issues are or will be raised by the grant of the requested exemptions 

due to the sUAS small size and extremely limited load-carrying capacity, as well as its

operational limitations and absence of flammable fuel. On the other hand, the sUAS is 

likely to enhance national security through better and more accurate monitoring of 

critical national infrastructure. The grant of the requested exemption is in the public 

interest based on the clear direction in Section 333 and 49 U.S.C. § 44701(f), the 

equivalent and enhanced level of safety of the proposed operations, the significant 

public benefit, and cost savings to be realized as a result of the use of sUAS for aerial 

inspection and survey services. Moreover, the FAA has already granted similar 

exemptions for sUAS used to conduct high-r e s o l u t i o n aerial imaging and 

surveying operations. Accordingly, the applicant respectfully requests that the FAA 

grant the requested exemption without delay.

Privacy Concerns

The proposed operations will take place only in largely unpopulated, remote areas that 

are owned or leased, controlled by Artur Segieda or the owner of record. Access to 

these areas is restricted to employees and authorized personnel only. No privacy issues 

are raised by this application.

Federal Register Summary

Pursuant to 14 C.F.R. § 11.81(f), the following summary is provided for publication in 

the Federal Register, should the FAA determine that publication is needed: Docket No.: 

No. FAA-2015- Petitioner: Flight Ventures Ltd. Section of 14 CFR: Part 21, § 45. 23(b),

§ 61.113(a) and (b), § 91.7(a), § 91.119(c), § 91.121, § 91.151(a), § 91.405(a), § 

91.407(a)(1), § 91.409(a)(2), § 91.417(a) and (b). Description of Relief Sought: Artur 

Segieda is seeking an exemption to conduct commercial operations using a smallunmanned aircraft (55 pounds or less) in remote areas of the United States. Under 49 

U.S.C. § 44701(f), the “Administrator may grant an exemption from a requirement of a

regulation prescribed under subsection (a) or (b) of this section or any of sections 

44702-44716 of [Title 49] if the Administrator finds the exemption is in the public 

interest.” See Exemption Nos. 11109, 11110, 11136, 11166, 11167, 11170, 11172. 

Artur Segieda requests that the FAA not request public comment on its application 

because it would not set a precedent and because the relief requested is identical to 

exemptions granted previously. 14 C.F.R. § 11.87.

Sincerely,

Artur Segieda

APPENDIX A

EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY SHOWINGS

UNDER APPLICABLE RULES SUBJECT TO EXEMPTION
Artur Segieda requests an exemption from the following regulations as well as any 

additional regulations that may technically apply to the operation of the sUAS:

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates

Part 21, Subpart H, entitled Airworthiness Certificates, establishes the procedural 

requirements for the issuance of airworthiness certificates as required by § 1.203(a)(1). 

Given the size and weight of the aircraft, the operating conditions, design safety 

features, and the proposed conditions and limitations, it is unnecessary to go through 

the certificate of airworthiness process under Part 21 Subpart H to achieve or exceed 

current safety levels. Such an exemption meets the requirements of an equivalent level 

of safety under Part 11 and Section 333. Section 333 and 49 U.S.C. § 44701(f) 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 sUAS involved. In this case, an 

analysis of these criteria demonstrates that the sUAS operated without an airworthiness 

certificate, under the conditions proposed herein, will be at least as safe, or safer, than a 

conventional aircraft (fixed wing or rotorcraft) with an airworthiness certificate. The

sUAS weighs less than 10 pounds fully loaded. It will not carry a pilot, passenger or 

flammable fuel. The sUAS operates exclusively within a controlled area pre-disclosed 

and in compliance with conditions set forth herein. Unlike other civil aircraft, operations 

under this exemption will be tightly controlled and monitored by the PIC and 

observer(s), pursuant to the conditions set forth in Appendix B, the Operator’s Manual, 

and local public safety requirements. The FAA will have advance notice of all operations 

through the filing of NOTAMs. The lack of flammable fuel and the fact that the aircraft is

carried to the location and not flown there all establish the equivalent level of safety. 

The sUAS provides at least an equivalent level of safety to that of such operations being 

conducted with conventional aircraft that would be orders-of-magnitude larger and 

would be carrying passengers, cargo, and flammable fuel.

14 C.F.R. § 45.23 (b). Marking of the Aircraft

The regulation requires that 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. Even though the UAS 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 sUAV, 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 sUAV marked on its fuselage as 

required by §45.29 (f) where the pilot, observer and others working with the sUAV will 

see the identification of the UAS as “Experimental.” The FAA has issued the following 

exemptions to this regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A.

14 C.F.R. §§ 61.113(a) & (b): Commercial Pilot Privileges
Sections 61.113(a) & (b) limit private pilots to non-commercial operations. Unlike a 

conventional aircraft that carries a pilot, passengers, and cargo, the sUAS is remotely 

controlled with no passengers or property of others on board. The area of operation is 

controlled and restricted, and all flights are planned and coordinated in advance as set 

forth in the Operator’s Manual. In conjunction with the required training of the PIC and 

observers, the level of safety provided by the requirements included in the Operator’s 

Manual exceeds that provided by a single individual holding a commercial pilot 

certificate operating a conventional aircraft. The proposed operations will achieve at 

least an equivalent level of safety.

14 C.F.R. § 91.7(a): Minimum Safe Altitudes

Section 91.7(a) prohibits an individual from operating a civil aircraft unless it is in an 

airworthy condition. No FAA standard exists for determining an aircraft’s airworthiness 

when an airworthiness certificate is not issued. As the FAA has done with previous 

exemption grants, airworthiness will be ensured and an equivalent level of safety will be 

achieved by compliance with the operating documents prior to every flight.

14 C.F.R. § 91.119(c): Minimum Safe Altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. Specifically, 

Section 91.119(c) limits aircraft flying over areas other than congested areas to an 

altitude of 500 feet above the surface, except over open water or sparsely populated 

areas. In those cases, the aircraft may not be operated closer than 500 feet to any 

person, vessel, vehicle, or structure. Because some of the aerial inspection and survey 

work must be accomplished at altitudes less than 500 feet AGL and nonparticipating 

employees may be working within 500 feet of the sUAS, an exemption from Section 

91.119(c) is needed. The equivalent level of safety will be achieved because the sUAS, 

given its size, weight, speed, and materials, does not pose a serious risk. Also, every 

flight will be conducted over land controlled by Artur Segieda. Artur Segieda will notify 

all effected individuals of sUAS operations in advance to ensure they are aware of the 

planned flights. Compared to aerial inspection operations conducted with aircraft or 

rotorcraft weighing far more than 10 pounds and carrying flammable fuel, any risk 

associated with these operations will be far less than those currently allowed with

conventional aircraft operating at or below 500 feet AGL. Exemption Nos. 11156, 

11158, 11159.

14 C.F.R. § 91.121: Altimeter Setting

Section 91.121 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 is required. An 

equivalent level of safety will be achieved by the operator, pursuant to the Operator’s 

Manual, confirming the altitude of the launch site shown on the GPS altitude indicator 

before flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

This regulation 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.” The sUAS batteries provide approximately 50 minutes of 

powered flight. Without an exemption from 14 C.F.R. § 91.151, the sUAS’s flights would 

be limited to approximately 10 minutes in length because the PIC would require the last 

30 minutes to satisfy section 91.151(a). Given the limitations on its proposed 

operations, a longer time frame for flight in VFR conditions is reasonable.

Artur Segieda believes that an exemption from 14 C.F.R. § 91.151(a) provides an 

equivalent level of safety and is consistent with prior exemptions. Operating the sUAS, 

without 30 minutes of reserve fuel does not engender the type of risks that Section 

91.151(a) was meant to prevent given the size and speed at which the sUAS operates. 

In the unlikely event that the sUAS’ battery runs low, it would simply follow the preprogrammed command to land at a designated location, usually the departure point. 

Given its weight and construction material, the risks are less than contemplated by the 

current regulation. Artur Segieda believes that an equivalent or enhanced level of 

safety can be achieved by maintaining 10 minutes of reserve power which, allowing at 

least 30 minutes of flight time, if not more, would be more than adequate to return the 

sUAS to its planned landing zone from anywhere in its limited operating area. 

Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance 

with 91.151(a)); see also Exemptions 2689F, 5745, 10673 and 10808.

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

Maintenance

Inspections

Section 91.405(a) requires 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.” Section 91.407 similarly makes reference to 

requirements in Part 43. Section 91.409(a)(2) requires an annual inspection for the 

issuance of an airworthiness certificate. Section 91.417(a) requires the owner or 

operator to keep records showing certain maintenance work that has been

accomplished by certificated mechanics, under Part 43, or licensed pilots and records of 

approval of the aircraft for return to service. A qualified person prior to each flight and at 

predefined intervals as part of the maintenance schedule will perform pre-flight checks.

The pre-flight checklist includes but may not be limited to:

1. Visual inspection of the airframe;

2. Visual inspections of propeller;

3. Verify GPS acquisition;

4. Plan and upload mission;

5. Video and payload check;

6. Controls check;

7. Gyro/control surfaces check;

8. Throttle check

9. Altimeter check;
10. Check sensors; and

11. Verify failsafe’s are set correctly.

An equivalent level of safety will be achieved because the sUAS will carry no external 

payload, will operate only in restricted predetermined areas, and is not a complex 

mechanical device. In addition, 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 that is performed. Moreover, the operator is the person most familiar with 

the aircraft and is best suited to maintain the aircraft in an airworthy condition and to 

ensure an equivalent level of safety. Last, the Operator’s Manual will have instructions 

to develop and document maintenance, overhaul, replacement, and inspection

requirements in the absence of Artur Segieda requirements, and procedures to 

document and maintain maintenance records for the sUAS. The sUAS maintenance 

guidelines provide an equivalent level of safety to the maintenance requirements in Part 

91.

APPENDIX B

OPERATING LIMITATIONS

1. Operations authorized by the grant of exemption are limited to the sUAS that weigh 

less than 55 lbs.

2. The sUAS will not be operated at a speed exceeding 87 knots (100 miles per hour) 

based on either groundspeed or calibrated airspeed to determine compliance with the 

87 knot speed restriction. In no case will the sUAS be operated at airspeeds greater 

than the maximums UAS operating airspeed recommended by the aircraft 

manufacturer.

3. The sUAS will not be operated at an altitude more than 400 feet above the highest

predominant terrain except as may be provided by FAA Air Traffic Control (ATC) via 

COA. The highest predominant terrain is the defined as terrain within 1 mile of the 

launch point and within the visual line of sight of the PIC. All altitudes reported to ATC 

shall be in feet AGL.

4. The sUAS 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.

5. All operations must use a visual observer (VO). The VO and PIC must be able to

communicate verbally at all times. The PIC must be designated before the flight. The 

PIC must ensure that the VO can perform the functions prescribed in the operating 

documents.

6. The operating documents and this grant of exemption must be accessible during 

sUAS operations and made available to the Administrator upon request. If a conflict 

exists between the conditions and limitations in the exemption and the procedures 

outlined in the operating documents, the conditions and limitations in the exemption 

take precedence and must be followed. Otherwise, Artur Segieda must follow the 

procedures as outlined in its operating documents. Artur Segieda may update or revise 

its operating documents. It is Artur Segieda’s responsibility to track such revisions and 

present updated and revised documents to the Administrator upon request. Artur 
Segieda must also present updated and revised documents if it petitions for extension 

or amendment to this grant of exemption.

7. Prior to each flight the PIC must inspect the sUAS to ensure that it is in a condition for 

safe flight. The PIC shall not operate the aircraft if the inspection reveals a condition that 

affects the safe operation of the sUAS until the necessary maintenance has been 

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

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

alternations must be properly documented in the aircraft records.

8. Any that has undergone maintenance or alterations that affect the sUAS operation or 

flight characteristics (e.g., replacement of a flight critical component) must undergo a 

functional test flight in accordance with the Operator’s Manual. The PIC who conducts 

the functional test flight must make an entry in the aircraft records of the flight. The 

requirements and procedures for a functional test flight and aircraft record entry shall be 

included in the Operator’s Manual.

9. The pre-flight inspection must account for all discrepancies, e.g. inoperable 

components, items, or equipment, not already covered in the relevant sections of the 

operating documents.

10. The operator must follow sUAS manufacturer’s component, maintenance, overhaul,

replacement, inspection, and life limit requirements.

11. Artur Segieda must carry out its maintenance, inspections, and record keeping

requirements, in accordance with the operating documents. Maintenance, inspection,

alterations, and status of replacement/overhaul component parts must be noted in the

aircraft records, including total time in service, description of work accomplished, and 

the signature of the person authorized to return the sUAS to service.

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

Safety Bulletins or Airworthiness Directives if applicable.

13. The PIC must possess at least a private pilot certificate and at least a current third 

class medical certificate. The PIC must also meet the flight review requirements 

specified in 14 C.F.R. § 61.56 in an aircraft in which the PIC is rated on his or her pilot 

certificate.

14. Artur Segieda may not permit any PIC to operate, unless the PIC meets the

operator’s qualification criteria and demonstrates the ability to safely operate, the sUAS 

in a manner consistent with how the sUAS 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 C.F.R. § 61.51(b). The PIC 

must ensure that the VO is trained appropriately in order to fulfill his or her duties. A 

record of training and qualification must be documented and made available upon prior 

documented flight experience obtained in compliance with applicable regulations may 

satisfy this requirement. Flights for the purposes of training the operator’s PICs and 

VOs (training, proficiency, and experience building), 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 

these operating conditions.
15. Operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All

operations must be conducted under visual flight rules (VFR) conditions. Flights under

special visual flight rules (SVFR) or instrument flight rules (IFR) conditions are not 

authorized.

16. The sUAS may not operate within 5 nautical miles of an airport reference point as

denoted on a current FAA published aeronautical chart unless a letter of agreement with

that airport’s management is obtained, and the operation is conducted in accordance 

with a NOTAM as required by Artur Segieda COA. The letter of agreement with the 

airport management must be made available to the Administrator upon request.

17. The sUAS 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 sUAS loses communications or loses its GPS signal, the sUAS must return to 

a predetermined location within the security perimeter and land or be recovered in 

accordance with the Operator’s Manual.

19. The PIC must abort the flight in the event of unpredicted obstacles, other aircraft 

incursions or emergencies in accordance with the Operator’s Manual.

20. sUAS operations must be completed within 50 minutes flight time.

21. Artur Segieda must obtain an ATC issued COA prior to conducting any operations

under this exemption. This COA will also require the filing of the NOTAM not more than 

72 hours in advance, but not less than 48 hours prior to the operation.

22. All aircraft operated in accordance with the requested exemption must be identified 

by serial number, registered in accordance with 14 C.F.R. Part 47, and have 

identification (N-Number) markings in accordance with 14 C.F.R. Part 45, Subpart C. 

Markings shall be as large as practicable.

23. The radio frequency spectrum used for operation and control of the sUAS must 

comply with Federal Communication (FCC) or other appropriate government oversight 

agency requirements.

24. The documents required under 14 C.F.R. §§ 91.9 and 91.203 must be available to 

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

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

official upon request.

25. The sUAS must remain clear and yield the right of way to all other manned 

operations and activities at all times.

26. The sUAS may not be operated from any moving device or vehicle.

27. The sUAS may not be operated over congested or densely populated areas.

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

persons, vessels, vehicles, structures, and public access roads unless if operated near 

vessels, vehicles or structures where the owner / controller of such vessels, vehicles or 

structures has granted permission 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.

29. Operations nearer than 500 feet to the PIC, VO, operator trainees or essential 

persons as defined in the operating documents are permitted if those operations do not 

present an undue hazard to those persons per § 91.119(a) as determined by the PIC.

30. All operations must be conducted over private or controlled access property unless 

an exception is granted.
31. Any incident, accident, or flight operation that transgresses the lateral or vertical

boundaries of the operational area as defined by the applicable COA shall be reported 

to the FAA’s UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

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

on the NTSB.

APPENDIX C

SMALL UNMANNED AERIAL SYSTEM DESCRIPTION

Artur Segieda Overview: Artur Segieda is a commercial rated pilot with a third class 

medical. Additionally, Artur Segieda is a current CFI and holds an A&P Certificate.

sUAS Operating Overview: The sUAS utilized are rotary-wing aircraft constructed of 

foam, rugged polycarbonate or graphite materials. The aircraft are easy to assemble or 

come preassembled. The sUAS can be operated manually or in fully autonomous flight 

modes. Creating preplanned flight paths in autonomous mode is as simple as clicking 

on reference points on a georeferenced maps. Pre-mission waypoints, landing zones, 

and flight area dimensions can be entered during preflight planning ensuring the sUAS 

operates only within specified boundaries and predetermined flight parameters.

The DJI Phantom 3, DJI Phantom 2 Vision Plus, Inspire 1 and Matrice 100 are quad 

copter drones. 

The Phantom 3 is a battery-powered drone allowing flight times up to 23 minutes. 

Diagonally it measures approximately 590mm (23.25 inches) including rotor blades. 

Takeoff weight is 1280 grams (2.82 pounds).

The Phantom 2 Vision Plus is a battery-powered drone allowing flight times up to 23

minutes. Diagonally it measures approximately 350mm (13.78 inches). Takeoff weight

is 1242 grams (2.74 pounds).

The Inspire 1 is a battery-powered drone allowing flight times up to 18 minutes. 

Diagonally it measures approximately 581mm (22.87 inches). Takeoff weight is 2935 

grams (6.47 pounds).

The Matrice 100 is allowing flight times up to 40 minutes. Takeoff weight is 2431 grams

(5.36 pounds). Diagonally it measures approximately 650mm (25.59 inches).

Many advanced safety features makes these drones one of the safest choices for 

commercial operations. Safety features include geo-fencing, position hold and selfleveling, return home, emergency landing and stop. 

Operator’s Manual – The respective UAS Operator’s Manual, provided by the 

manufacturer, will be followed at all times and available during all appropriate flight 

operations. The current version can be downloaded at the following links:

http://www.dji.com/product/phantom-3/download

http://www.dji.com/product/phantom-2-vision-plus/download
http://www.dji.com/product/inspire-1/download

http://www.dev.dji.com/en/products/flying-platforms/matrice-100/downloads

Takeoff and Landing style/type – The sUAS is ground launched. The sUAS lands by 

returning to a pre-determined rally point. Once it reaches a pre-selected altitude, it 

heads toward the landing waypoint, descending until it lands.

Navigation System – Specific maps can be downloaded to the display screen (such as 

VFR air sectional and geographic maps), which are overlaid with GPS positional data. 

Waypoints can be created before and during flight operations creating specific locations 

and sequences for the aircraft in use.

Defined “Keep Out” Areas – The navigation software allows for preplanning Keep Out 

Areas, also known as geo-fencing, that allow the operator to designate airspace he or 

she does not want the sUAS to enter. If defined flight paths pass through an area 

designated as keep-out, the individual waypoints and waypoint connection segments 

turn red as a warning. Additionally, if a mission is uploaded and intersects with a keep 

out area, a warning is presented to the user. Also, if an aircraft in flight is navigated into 

a designated keep out area, an audible warning is sounded.

Maintenance – The sUAS require very little maintenance, and operators may perform 

most required maintenance in the field with the field repair kit.

Command and Control Systems - The sUAS Ground Control Station (GCS) allows the 

operator simultaneous control over aircraft and payloads. The display screen provides 

all essential flight data to the operator. Telemetry data is transmitted to the command 

station at least once per second.

Displayed on GCS:

● Current position

● Registered home position

● Any autopilot flight plans

● Registered emergency landing zone

● Aircraft attitude

● Altitude

● Airspeed

● Groundspeed

● Compass reading/heading

● Estimated wind heading

● Communication strength

● Range from home

● Bearing from home

● Duration of current mission

● Rate of climb

● Mode of the aircraft
● Battery level