1

Appendix A: Proposed UAS Operating Manuals

Appendix B: Operating Checklist

Appendix C: Certificate of Completion from DARTdrone Flight Academy

Oct 15, 2015

U.S. Department of Transportation 

Docket Management System

1200 New Jersey Ave, SE

Washington, DC 20590

Dear Sir or Madam:

Pursuant of Section 333 of the FAA Modernization and Reform Act of 2012 and Title 14 Code 

of Federal Regulations (14CFR), Elevated Perspective Aerial Imagery (EPAI), LLC, is hereby 

applying for an exemption from the listed Federal Aviation Regulations (FARs) to allow 

commercial operation of Unmanned Aircraft (UAS) for the commercial acquisition of aerial 

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

further established in the future by the FAA .

As detailed in this document, its appendices, and attachments, the requested exemption would 

permit the operation of UAS under controlled conditions in the United States. Operations under 

the exemption will be subject to strict operating requirements and conditions ensuring at least an 

equivalent level of safety to currently authorized operations using manned aircraft. Approval of 

this exemption would thereby maintain and/or enhance the current level of regulated safety 

guidance and fulfill the Secretary of Transportation’s responsibilities to “...establish 

requirements for the safe operation of such aircraft systems in the national airspace system.” 

Section 333(c) Reform Act.

Contact Information:

Elevated Perspective Aerial Imagery (EPAI), LLC

ATTN: Henry F. Reed III (Trae), Owner/CEO

206 Hunnington Dr., Columbus, MS 39705

Tel: 325-232-3517

Email: epdrone@gmail.com

REGULATIONS FROM WHICH EPAI SEEKS EXEMPTION:

14 CFR Part 21Subpart H;

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;

14 CFR 91.119;

14 CFR 91.121;

14 CFR 91.151(a);

14 CFR 91.203(a) & (b);
2

14 CFR 91.405(a);

14 CFR 407(a)(1);

14 CFR 409(a)(2); and,

14 CFR 417(a) & (b).

BACKGROUND ON EPAI

EPAI is a premier startup eager to provide licensed and insured UAS services to a demanding

market. In doing so, we hope to mitigate the safety risks and capital expenses incurred when 

amateurs, in need of UAS applications, seek to establish their own drone programs.

 

EPAI seeks to serve the public’s greater interest by providing commercial flight data exclusive to 

that of UAS platforms. We offer aerial solutions for photography, videography, land mapping, 

land analysis, industrial/safety inspections, community awareness initiatives, search & rescue, 

search & support, disaster response & emergency management, governmental resource 

surveillance/inspection, and various other industries. In doing so, EPAI expects to utilize UAS 

platforms within the National Airspace System (NAS) in such a manner as to mitigate risks to 

the public, offer cost-effective & actionable data to our demanding clients, and provide

credibility through sustainable safety practices to a growing commercial UAS industry.

EPAI’s owner, Chief Executive Officer, and primary applicant, Henry F. Reed III, is a military 

flight instructor with over 10 years of aviation experience and approximately 2200 hours of total 

flight time. He holds a commercial pilot rating (Certificate #3100221), a current class III medical 

certificate, and has previous experience operating both helicopter and quadcopter UAS for 

recreational purposes. He has acquired a Certificate of Completion from DARTdrones Flight 

Academy (Appendix C) and possesses comprehensive knowledge of the personal constraints and 

processes required to limit, mitigate, and where able, eliminate risks of operating UAS in the 

NAS. 

AUTHORITY FOR EXEMPTIONS

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

authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, 

including UAS, from the requirement that all civil aircraft must have a current airworthiness 

certificate.

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

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

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

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

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

in the national airspace system without creating a hazard to the user, the public, or a threat to 

national security. In making this determination, the Secretary must consider

• The UAS’ size, weight, speed, and operational capability;

• Whether the UAS operates within the visual line of sight of the operator;

• Whether the UAS operates outside of highly populated areas and away from 

close proximity to airports.
3

Reform Act 333(a). If the Secretary determines that a UAS “may operate safely in the national 

airspace system, the Secretary shall establish requirements for the safe operation of such aircraft 

in the national airspace system.” Id. 333(c).

UAS PROPOSED AND OPERATIONAL DESCRIPTION

EPAI expects to commercially operate the DJI Phantom 2 Vision +, DJI Phantom 3 Professional, 

DJI Inspire, and the Sensefly eBee within the United States. (Appendix A) Each UAS proposed 

weighs less than 55 pounds, to include payload, and will be used for the purpose of acquiring 

aerial data. As EPAI grows it anticipates operating a variety of UAS. As an alternative to listing 

every UAS currently manufactured, EPAI requests that it be granted exemption to operate those 

aircraft already approved in previous Section 333 exemption petitions. 

As the operator of these aircraft, EPAI is committed to the following conditions and limitations 

of its operations. EPAI notes that failure to comply will be grounds for immediate suspension of 

the exemption granted. 

EPAI’s operating procedures will be conducted under the following constraints:

1. Operations are limited to the use of UAS previously approved by the Secretary of 

Transportation when weighing less than 55 pounds, including payload. 

2. The aircraft will not be operated at speeds exceeding 87 knots (100 miles per hour). 

In no case will the aircraft be operated at airspeeds greater than the maximum aircraft 

operating airspeed recommended by the aircraft’s manufacturer. 

3. The aircraft will be operated at an altitude of no more than 400 feet above ground 

level (AGL), or as later determined by the FAA. 

4. The aircraft will be operated within visual line of sight (VLOS) of the Pilot in 

Command (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 U.S. 

driver’s license. 

5. Alcohol will not be consumed by any member considered essential for flight 

operations at least 12 hours prior to the start of the operation. 

6. All operations will utilize a visual observer (VO). The aircraft will be operated within 

the VLOS of the PIC and VO at all times. 

7. All operating documents needed to operate the UAS will be accessible during UAS 

operations and made available to the Administrator upon request. The operator will 

also present updated and revised documents if it petitions for extension or 

amendment.

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, will 

undergo a functional test flight prior to conducting further operations.

9. EPAI 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 will conduct a pre-flight inspection and determine the 

UAS is in a condition for safe flight. (Appendix B)

11. EPAI will follow the UAS manufacturer’s maintenance; overhaul, replacement, 

inspection, and life limit requirements for the aircraft and aircraft components.
4

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

bulletins.

13. The PIC will possess an appropriate airman certificate, in some cases training directly 

from the aircraft manufacturer, and a valid U.S. driver’s license issued by a state, the 

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

government.

14. EPAI will not permit any PIC to operate unless s/he has first demonstrated the ability 

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

commercially operated, including evasive and emergency maneuvers. S/He must also 

prove capable of maintaining appropriate and safe distances from persons, vessels, 

vehicles, and structures. PIC qualification flight hours and currency will be logged in 

a manner consistent with 14 CFR § 61.51(b). EPAI will operate training flights for 

the sole purpose of increasing proficiency in an attempt to determine EPAI’s ability 

to safely operate UAS within the NAS.

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

operations will be conducted under visual meteorological conditions (VMC).

16. The aircraft will not operate within 5 nautical miles (NM) of an airport reference 

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

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

current FAA-published aeronautical chart, unless that airport’s management has been 

notified and a verbal or written agreement has been obtained, or as otherwise 

permitted by a COA.

17. The aircraft will 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 (SM) from the 

PIC.

18. If the UAS loses communication signal, or GPS signal is lost, the aircraft will be 

programmed to return to a pre-determined location within VLOS of the PIC. 

19. The PIC will abort the flight, in the most expeditious manner practicable, should an 

unforeseen obstacle, hazard, or greater emergency exist.

20. The PIC will be prohibited from beginning the flight unless (wind and forecast 

weather conditions considered) there is enough available power, or fuel, for the 

aircraft to conduct the intended operation and remain operating after for at least 10% 

or five minutes, whichever is greater, unless otherwise specified by the manufacturer.

21. All operations shall be conducted in accordance with an ATO-issued COA if the 

blanket COA does not cover the intended operation.

22. All aircraft operated will be identified by serial number, registered in accordance with 

14 CFR part 47, and have identification (N-Number) markings in accordance with 14 

CFR part 45, Subpart C. Markings will be as large as practicable as requested by 14 

CFR 45.23(b) exemption.

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

documents required under 14 CFR §§ 91.1 and 91.203 will be available to the PIC at 

the Ground Control Station of the UAS any time the aircraft is in operation.

24. The aircraft will remain clear and give way to all manned aviation operations or 

activities at all times. 

25. All flight operations will not be conducted within 500 feet of nonparticipating 

persons, vessels, vehicles, and structures unless:
5

a. Barriers of structures are present that sufficiently protect nonparticipating 

persons from the aircraft or debris in the event of an accident; or

b. The person, or controller/operator of any vessels, vehicles, or structures has 

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

an operational assessment of the risks involved and pre-determined that it 

does not present any undue hazard. 

26. The PIC, VO, trainees or essential persons will not be considered nonparticipants 

under this exemption

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

with the 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 will be reported 

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

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

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

EXTENT TO WHICH EPAI SEEKS RELIEF

14 CFR Part 21, Subpart H: Airworthiness certificates

Subpart H, establishes the procedural requirements for the issuance of airworthiness certificates 

as required by FAR §91.203(a)(1). Given the size and limited operating area associated with the 

aircraft to be utilized by EPAI, an exemption from Part 21 Subpart H meets the requirements of 

an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal 

Aviation Act (49 USC §44701(f)) and Section 333 of the Reform Act both authorize the FAA to 

exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the 

size, weight, speed, and operational capability and proximity to airports and populated areas of 

the particular UAS. In all cases, an analysis of these criteria demonstrates that the UAS operated 

without an airworthiness certificate, in the restricted environment and under the conditions 

proposed, will be at least as safe, or safer, than a conventional aircraft operating with an 

airworthiness certificate without the restrictions and conditions proposed. 

14 CFR 45.23(b): Marking of the aircraft

This regulation requires that certain experimental, provisionally certified aircraft, or light-sport 

category aircraft to be marked with letters between 2 inches and 6 inches high “limited,” 

“restricted,” “light-sport,” “experimental,” or “provisional,” near each entrance to a cabin, 

cockpit, or pilot station. Even though the UAS will not have an airworthiness certificate, an 

exemption may be needed as the UAS will have not entrance to a cabin, cockpit, or pilot station 

on which the word “Experimental” can be placed. Given the size of the UAS, 2 inch lettering 

may be impossible. If so each UAS will be marked with letters as large as practicable.

14 CFR 61.113(a) & (b): Private pilot privileges and limitations: Pilot in command

Sections 61.113(a) and (b) limit private pilots to non-commercial operations. Because the

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

level of safety of current operations by requiring the pilot operating the aircraft to have 

completed a UAS flight-training course. Unlike a conventional aircraft that carries the pilot and 
6

passengers, the UAS is remotely controlled. The area of operation is controlled and restricted, 

and all flights are planned and coordinated in advance. The risks associated with the operation of 

the UAS are so diminished from the level of risk associated with commercial operations 

contemplated by Part 61 when drafted, that allowing operations of the UAS as requested exceeds 

the present level of safety achieved by 14 CFR 61.113(a) and (b).

14 CFR 91.7(a): Civil aircraft airworthiness

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 EPAI contemplates 

operating, should this exemption be granted, no FAA regulatory standard will exist for 

determining airworthiness. Given the size of the aircraft and the operational restrictions put on 

the aircraft, an equivalent level of safety will be provided.

14 CFR 91.9(b)(2): Civil aircraft flight manual, marking and placard requirements

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

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

to carry such an item on the aircraft. The equivalent level of safety will be maintained by keeping 

the Operating Manuals at the ground control point where the pilot flying the UAS will have 

immediate access.

14 CFR 91.103: Preflight action

This regulation requires each pilot in command take certain actions before flight to ensure the 

safety of flight. An exemption is needed from this requirement, as the pilot will take separate 

preflight actions, including checking for weather conditions, checking for applicable notices to 

airman (NOTAMS) and temporary flight restrictions (TFRs), checking flight battery or fuel 

requirements, checking takeoff and landing distances, and all other actions in the UAS Operating 

Manual and safety checklists. These actions will provide an equivalent level of safety.

14 CFR 91.109: Flight instruction

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. By design, UAS do not have fully functional dual controls. Flight control is

accomplished through the use of a control box that communicates with the aircraft via

radio/satellite communications. The equivalent level of safety is provided by the autonomous 

capability of UAS. Prior to each flight the PIC will calibrate the internal UAS compass, check 

the (RTH) point, and program a minimum safe altitude by which the UAS will return.

14 CFR 91.119: Minimum safe altitudes

Section 91.119 establishes safe altitudes for operation of civil aircraft. The UAS will not be

commercially operated at an altitude higher than 400 AGL, or as later determined by the FAA,

and all operations will occur during daylight hours under Visual Meteorological Conditions 

(VMC) only. The equivalent level of safety will be achieved given the size, weight and speed of 

the UAS as well as the location where it is operated. No flight will be taken without the

permission of the property owner. Because advance notice to the property owner and any onsite 

personnel, as well as the precautions outlined below, all affected individuals will be aware of the 

planned flight operations. Flight operations will be conducted at least 500 feet from all non-
7

participating persons, vessels, vehicles and structures, unless the PIC has concluded that 

operating otherwise does not present an undue hazard. The UAS will remain within visual line of 

sight of the PIC or VO. Flight operations will be conducted at least 5 miles from an airport

unless. The PIC or VO will not conduct operations within 5 miles of an airport without prior 

verbal/written approval from the airport’s management. Compared to flight operations with 

aircraft or rotorcraft weighing far more than the UAS proposed herein, any risk associated with 

our operations is far less than those presently presented with helicopters and other conventional 

aircraft operating at or below 500 feet AGL. In addition, the low-altitude operations of the UAS 

will ensure separation between these UAS operations and the operations of conventional aircraft 

that must comply with Section 91.119.

14 CFR 91.121: Altimeter Settings

This regulation requires each person operating the 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 UAS may not have a barometric altimeter, 

but instead a GPS altitude read out, an exemption may be needed. An equivalent level of safety 

will be achieved by the PIC confirming the altitude of the launch site shown on the GPS altitude 

indicator and by conducting a compass calibration prior to every flight.

14 CFR 91.151(a): Fuel requirements for flight in VFR conditions

Section 91.151(a) outlines fuel requirements for beginning a flight in VFR conditions. Relief 

from Section 91.151(a)(1) is requested to the extent required to allow flights during daylight 

hours in visual flight rules (VFR) conditions to continue until a sufficient level battery power or 

fuel reserves remain to return the UAS to its intended point of landing. EPAI seeks the requested 

relief because without an exemption from Section 91.151(a)(1), the flight duration of the selected 

aircraft will be reduced and severely constrain the practicality of any aerial acquisition that EPAI

proposes to conduct pursuant to this Petition. The technical specifications of the proposed UAS, 

their respective operations manual, and EPAI’s proposed operating limitations, ensure that EPAI

will safely operate the selected aircraft during daylight hours in VFR conditions until adequate

battery power or fuel reserves remain.

14 CFR 91.203(a) & (b): Carrying civil aircraft certification and registration

The UAS has no cabin, cockpit or pilot station and is operated without an onboard pilot.

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

display them on the UAS. An equivalent level of safety will be achieved by keeping these 

documents at the ground control point where the PIC, or VO, will have immediate access to 

them, to the extent they are applicable to the UAS.

14 CFR 91.405(a); 407(a)(1); 409(a)(2); 417(a) & (b): Maintenance and Inspection Conditions

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

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

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

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

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

these sections will not apply to EPAI. Maintenance will be accomplished pursuant to the User 

Guide or Operating Manual. An equivalent level of safety will be achieved because these UASs 
8

are limited in size and will carry a small payload and operate only in restricted areas for limited 

periods of time. If mechanical issues arise, the UAS can land immediately and will be operating 

from no higher than 400 feet AGL or as later determined by the FAA. The PIC will ensure that 

the UAS is in working order prior to initiating flight, perform required maintenance and keep a 

log of any maintenance performed. Moreover, the PIC is the person most familiar with the 

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

equivalent level of safety.

PUBLIC INTEREST

Approval of exemptions allowing commercial operations of UASs for aerial acquisition of data 

enhances safety by potential reducing the public’s vulnerability to traditional aircraft mishaps. 

Manned aircraft in certain applications such as pipeline monitoring create a greater risk because 

the aircraft are much larger and carry an onboard human pilot. Battery powered UAS create no 

emissions that can harm the environment. The consequences of a UAS crashing, or being 

involved in an incident, are far less than that a full scaled helicopter or fixed-wing aircraft; which 

are heavy, contain combustible fuel and can potentially cause catastrophic devastation to the 

public. In contrast, a UAS weighing 55 pounds or less will carry no passengers or crew and, 

therefore, will not expose aircrew to the traditional risks associated with manned aircraft flights. 

Furthermore, additional streams of aerial data will enable large commercial entities to make 

decisions about how best to utilize limited resources and provide a level of efficiency that can 

only be provided through the application of UAS.

Additionally, Congress has proclaimed that it is in the public’s interest to integrate commercially 

flown UASs into the NAS, hence the passing of the Reform Act. Granting EPAI’s exemption 

request compliments this interest whereby providing various markets with real time, actionable, 

and cost-effective aerial data prospering public welfare.

EQUIVALENT LEVEL OF SAFETY

EPAI proposes that the exemption requested herein apply to civil aircraft that have the

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

at least an equivalent or even higher level of safety to operations under the current and proposed 

regulatory structure.

PUBLIC PRIVACY

All flights occurring over private or controlled access property will have the property owner’s

prior consent and knowledge. Consent from individuals will be acquired before images or video 

taken of them is commercially used, otherwise the will be made anonymous.

NATIONAL SECURITY

Given the small size of the UAS involved and the restricted environment within which they will 

operate, our petition presents no national security issue. EPAI will ensure its UAS, and 

associated systems, are regularly inventoried in order to protect from theft and prevent criminal 

use.
9

FEDERAL REGISTER SUMMARY

Docket No.: No. FAA-2015-___________

Petitioner: Elevated Perspective Aerial Imagery, LLC

Part 21 and §§ 45.23(b), 61.113(a) and (b), 91.7(a), 91.9(b)(2), 91.103, 91.109, 91.119,

91.121, 91.151(a), 91.203(a) and (b), 91.405(a), 407(a)(1), 409(a)(2), 417(a) and (b) of

Title 14, Code of the Federal Regulations (14 CFR).

Description of Relief Sought: EPAI is seeking an exemption to conduct commercial

acquisition of aerial data using unmanned aircraft systems.

Based upon the foregoing, EPAI requests that the FAA grant it the necessary exemptions under 

Section 333 of the FAA Reform Act as requested herein to allow for commercial UAS within the 

United States.

Sincerely,

Henry F. Reed III (Trae), Owner & CEO

Elevated Perspective Aerial Imagery, LLC

Columbus, MS 39705

.
10

APPENDIX A

Proposed UAV Operating Manuals

1. DJI Phantom 2 Vision + User Manual

2. DJI Phantom 3 Professional User Manual

3. DJI Inspire 1 User Manual

4. Sensefly eBee & eBee Ag User Manual

(SEE ATTACHMENTS SUBMITTED WITH EXEMPTION)
11

APPENDIX B

Operating Checklist
Area and Environment

• Hazards / Site Selection

o Check for wires / cables

o Animals

o People / bystanders

o Property in the vicinity

o Site is away from nonessential participants

o Ability to maintain adequate buffer zones between aircraft and personnel;

o Minimize departures and landings over populated areas

o Take into account local topography, ensuring a visible line of sight towards the 

UAV at all times. Ensure the telemetry connection is not obstructed.

o Investigate potential alternative landing sites in case take-off site is obstructed.

• Psychological consideration (are you well rested, rushed, “get there-itis”, are you being 

pressured by client)

• Weather considerations

o Temperature

o Visibility

o Precipitation

• Wind Speed

o Upper winds / at altitude

o Rotor (lee side of large objects)

• Notify any bystanders or nearby property owners of your intentions (permission)

• Discuss flight plan with your co-pilot or spotter

• If flying in controlled airspace, have you notified airspace authority

o NOTAMs

o Can you reach authorities

o Do you need to maintain communication?

• First Aid Kit stocked, readily accessible and visible to anyone in the area.

Equipment/UAV/Drone

• Walk-around

• Crack in joints and structural members

• Loose or damaged screws, ties, fasteners, straps

• Loose or damaged wiring

• Loose or damaged connections (solder, plugs, etc.)

• Inspect prop mounts and screws and apply slight counter pressure on arms to check for 

loosened components

• FPV , inspect / clean FPV (Camera) Lens and insure it is secured and connects are firmly 

attached

• Camera settings are correct (still images, video, framerate)

• Battery / Batteries are fully charged, properly seated and Secured

• Fail-safe equipment functioning

o RTH (return to home)

o Recovery chute

o Firmware Airport Proximity Detection Functioning
• Props are smooth and free of damage / defect (check blade, surface and hub)

• Prop adapters are tight / secure

• Ensure voltage alarm is connected

• Ensure arming / idle timeout is properly configured

• Correct model is selected in transmitter (if applicable)

• Check RC transmitter shows the right range and centering for all sticks

• Perform range test

Mission Plan

• All actions and contingencies for the mission planned.

• Contingency planning should include safe routes in the event of a system failure, 

degraded performance, or lost communication link, if such a failsafe exists.

• Mission plans and flight plans should be shared with other operators in the vicinity.

Public Awareness

• Be courteous and polite

• You are an ambassador and your actions will affect other pilots and the industry in 

general

• Be professional / appear professional

Pre-Flight/Run-up

• Verifying all transmitter, on-board aircraft and camera batteries are fully charged; 

(confirm voltages)

• Ensure no frequency conflicts with both video and transmitter / receiver

• Checking all control surfaces for signs of damage, loose hinges, and overall condition; 

Looking over the wing/rotors to ensure they are in good structural condition and properly 

secured;

• Check motor/engine and mounting attached to the airframe;

• Study propellers / mounting hardware (tight) / rotor blades for chips and deformation;

• Check the landing gear for damage and function

• Test electrical connections, plugged in and secure

• Ensure photo / video equipment mounting system is secure and operational.

• Check location of GPS equipment controlling the autopilot.

• Check the IMU movements in the ground control software.

• UAV in stabilization mode, ensure control surfaces move towards the correct positions

• UAV / Drone is in a level location safe for takeoff

• FPV / Power up ground station

• FPV / Power up Video receiver / goggles

• If using Video recorder turn on camera system

• Camera settings are correct (still images, video, framerate)

• SD camera memory clear and inserted into the camera

• Action / Start filming

• All transmitter controls move freely in all directions

• All transmitter trims in neutral position
• All transmitter switches in correct position( typically away)

• Transmitter throttle to zero

• Radio transmitter on

• Connect / power on battery to airframe

• Ensure led indicators and audible tones are correct

• Timer on (if applicable)

• FPV, confirm video is in monitor / goggles

• Scan for nearby cars / people / animals

• Say “CLEAR!”

• Arm flight controller

• Increase throttle slightly listening for any abnormalities

• Short 20-30 second hover at 3-5 feet (listen for vibrations / loose items)

• Confirm Voltage levels are correct

In-Flight

• Basics: If flying manually, always keep your fingers on the controller/transmitter.

• Never let the UAV out of your sight even for a second.

• Climb to a safe altitude away from potential hazards and to reduce noise pollution.

• Keep aircraft at a safe operating distance from people, electric utility lines and buildings.

• If the UAV must be flown over buildings or people, use a lightweight UAV and maintain 

a safe altitude for recovery and make every effort to minimize exposure.

• Spotter: Use a spotter whenever possible and appropriate, especially when flying by First 

Person View (FPV).

• Do not fly UAVs within distance defined by local laws of any private/commercial 

airport/helipad

• Do not fly around a pre-existing UAV flying site without a frequency-management 

agreement.

• Do not interfere with operations and traffic patterns at any airport

• Landing: Regardless of whether of a manual or automated UAV landing, scan landing 

area for potential obstruction hazards.

• Announce out loud “Preparing to Land”.

• Carefully land the aircraft away from obstructions and people.

Post-Flight

• Shutting Down: Turn the power off to the aircraft and/or disconnect the batteries.

• Turn off the transmitter.

• Turn the power off to the photo equipment.

• Visually check aircraft for signs of damage and/or excessive wear.

• Remove the unused fuel if applicable. Secure the aircraft.

• Check pictures: Verify that the UAV camera actually took the pictures.

• LOG FLIGHT
12

APPENDIX C

Certificate of Completion from DARTdrone Flight Academy
Certificate of Training 

Presented to 

For the successful completion of the DARTDRONES 

Date 

FAA Exempt Company 

333 Exemption #11625 

Chris Costello 

Chief Flight Officer 

Level I, II, and III Phantom and Inspire Courses. 

Trae Reed 

3 October 2015