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 Regulation s (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 conditi ons 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 exempt ion 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:

Elev ated 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 FRO M 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, l and mapping, land analysis, industrial/safety inspections, community awareness initiatives , search & rescue, search & support, disaster response & emergency management, gover nmental resource

surveillance/ inspection, and various other industries. In doing s o, EPAI expects to utilize UAS platforms within the National Airspace System ( NAS ) in such a manner as to mitigate risk s to the public

, offer cost

- effective & actionable data to our demanding clients , and provide credibility through sustainable safety prac tices 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 C ertificate of C ompletion from DARTdrones Flight

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

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

NAS.



### AUTHORITY FOR EXEMPTIONS

The F ederal Aviation Act expressly grants the FAA authority to issue exemptions. This statu t ory 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 section s § 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 a pproved in previous Section 333 exemption petitions.

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

of its operations. EPAI notes that failure to comply will be ground s 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 appro ved 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 maximu m 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

Comm and (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 v isual observer (VO). The aircraft will be operated within

the VLOS of the PIC and V O 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 f ollow 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 posse ss a n 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 wil l 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 an d 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 fli ghts 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 Direc tory (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 loca tion 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

weat her 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 1 4 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 acc ident; 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 prese nt an y 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

obtain ed 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) wit hin 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 SEEK S 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 aircra ft 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 demonstrate s 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 restrict ions 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 “li mited,” “restricted,” “light

- sport,” “experimental,” or “provisional,” near each entrance to a cabin, cockpit, or pilot station. Ev en 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 imp ossible. If so each UAS will be marked with letters as large as practicable.

14 CFR 61.113(a) & (b) : Private pilot pr ivileges 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 ope rations by requiring the pilot operating the aircraft to have completed a UAS flight

- training course. Unlike a conventional aircraft that carries the pilot and6

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

immed iate 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 appl icable notices to airman (NOTAMS ) and temporary flight restrictions (TFRs), checking flight battery or fuel requirements, checking takeoff and landing distanc es, 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 91.10 9 provides that no person may operate a civil aircraft (except a manned f ree 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 wi th the aircraft via

radio /satellite communications. The equivalent level of safety is prov ided 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 mi nimum safe alti tude 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 operate d 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 o perated. 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 op erations. 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 be low 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 r equires 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 barom etric 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 ca librati on 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 propos ed 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 9 1.203(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 p rovided 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 UASs8

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

th e 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 conditi on to provide the equivalent level of safety.



### PUBLIC INTEREST
Approval of exemptions allowing commercial operations of UASs for aerial acquisition of data

enh ances 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 co nsequences of a UA S 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 entitie s to make

decision s about how b est 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 t he NAS, hence the passing of the Reform Act. Granting EPAI’s exe mption

r equest 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 i mages or vi deo

taken of t hem 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

a ssociated 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 herei n 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 M anuals

1. DJI Phantom 2 Vision + User Manual

2. DJI Phantom 3 Pro fessional User Manual

3. DJI In spire 1 User Manual

4. Sensefly eBee & eBee Ag User Manual

( SEE ATTACHMENTS SUBMITTED WITH EXEMPTION)11



# APPENDIX B

Operating ChecklistArea 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 o r 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 s ettings 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 an d 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 commu nication 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

ge neral

• 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 / mount ing 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 st ation

• 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 mov e 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 to nes 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 fro m 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 recov ery 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 potentia l 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 FLIGHT12



# APPENDIX C

Certificate of Completion from DARTdrone Flight Academy

# Certificate of Training

Presented to

For the successful completion of the DART DRONES

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