Saritta Hines 

73 Pepperwood 

Aliso Viejo, CA 92656 

T 949-205-3790 

Fax 888-304-1597 

Sdhines3@gmail.com 

October 18, 2015 

U. S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Re: Exemption Request Section 333 of the FAA Reform Act. 

Dear Sir or Madam: 

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

DemoKrat, dba as Pop DemoKrat Aerial (the operator), Saritta Hines (the applicant), planned operator of 

Small Unmanned Aircraft Systems (sUASss) equipped to conduct aerial photography/videography and 

survey for various industries hereby applies for an exemption from Federal Aviation Regulations (FARs) 

to allow commercial operation of their sUASss, so long as such operations are conducted within and 

under the conditions outlined herein or as may be established by the FAA as required by Section 333. As 

described more fully below, the requested exemption would permit the operation of sUASs by the 

applicant for commercial use that would provide the following benefits: 

1. Operations would be performed in an area of operation limited in size suitable to the specific 

use, in advance of flight. 

2. The flight would be planned in advance to minimize hazards to persons and property in the air 

and on the ground. 

3. The operator would reasonably limit or control access to provide safety to those not involved in 

the operation. 

4. Operation of a sUASs would provide significant safety, environmental and other enhancements 

not possible by larger sized aircraft. 

5. Provide a beneficial and currently unavailable service to government organizations and the 

general public that would serve the public interest. 

Approval of this exemption would thereby enhance safety and fulfill the Secretary of Transportation's 

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

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

operate sUASss so to not create a hazard to users of the National Airspace System (NAS), the public or 

pose a threat to national security if done so safely and responsibly. The applicant has demonstrated 

their willingness to act safely and responsibly by not engaging in commercial sUASs operations. The 
applicant has, in fact, worked with FAA employees at the local FSDO in an effort to find a safe and legal 

solution to permit commercial operation. Additionally, the fact that the applicant currently holds a FAA 

Airline Transport Pilot Certificate (ATP), and a current FAA Flight Instructor 

Certificate (CFI) demonstrates that the applicant has a high regard to safe operations, as well as a 

necessary high-level understanding of the NAS and FARs. The experience these two FAA certificates 

represent serves to add significantly to the level of safety in any operation performed by the applicant 

or the applicant's employees. 

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY 

The applicant proposes that the exemption requested herein apply to civil aircraft that have the 

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

at least an equivalent or higher level of safety to operations under the current regulatory structure as 

the proposed operations represent a safety enhancement to the already safe aerial commercial 

photography and survey operations conducted with conventional aircraft. 

The sUASs's planned to be operated are rotorcraft and fixed wing aircraft, each weighing 55 or fewer 

pounds including payload. They would operate, under normal conditions, at a speed of no more than 50 

knots. The principal construction material of these sUASs craft would be foam and/or plastic. Operations 

will be performed by a qualified sUASs PIC, as outlined below, to insure that the sUASs will "not create a 

hazard to users of the national airspace system or the public." Given the small size of the sUASss 

involved and the pre-planned environment within which they will operate, the applicant believes that 

these operations fall squarely within that zone of safety (an equivalent level of safety) in which Congress 

envisioned that the FAA must, by exemption, allow commercial operations of sUASss to commence 

immediately. Also, operation in a researched (to include applicable NOTAMs), pre-defined area will 

prevent the possibility of a national security issue. The operation of sUASss by knowledgeable 

professionals with experience in the NAS will serve to enhance safety, add to the public benefit and 

reduce environmental impacts related to current methods of aerial photography and survey. 

These limitations and conditions to which the operator, or its employees, acting as sUASs PIC agrees to 

be bound when conducting commercial operations under an FAA issued exemption: 

1. Safety will be the first and foremost consideration in any sUASs operation. 

2. Flights will be operated within line of sight of the PIC and or an observer. 

3. The sUASs will weigh less than 55 lbs. total. 

4. Flights will be operated in Class G airspace whenever possible. If operation in other airspace is 

required, the relevant controlling agency will be notified at least 24 hours prior to the operation 

and, if required, any necessary permission obtained. 

5. Flights will be operated under visibility and cloud clearance requirements equivalent to Visual 

Flight Rules (VFR). 

6. The sUASs will at all times give way to any aircraft carrying persons. 

7. Minimum crew for each operation will consist of the sUASs PIC. An observer will be utilized if 

the sUASs will be flown beyond line of sight of the PIC. The observer, if required, and PIC will at 

all times be able to communicate by voice and/or text. 
8. Prior to a sUASs flight, an area of operation will be established. This area of operation will 

include a defined lateral and vertical area, where the sUASs will operate. Safety procedures will 

be established for persons, property and applicable airspace within the area of operation. 

9. Flight planning will include flight completion with at least 25% battery power remaining as 

measured by the sUASs or appropriate timing. 

10. The, sUASs aircraft will utilize GPS navigation, failsafe, return-to-home (RTH) and/or flight abort 

safety features. 

11. A briefing will be conducted in regard to the planned sUASs operations prior to operation at 

each new location. All personnel who will be performing duties within the boundaries of the 

area of operation will be present for this briefing. 

12. All required permissions and permits will be obtained from appropriate state, county or city 

jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies. 

13. Written, to include electronic, and/or oral permission from the relevant property owners will be 

obtained prior to an operation. 

14. The sUASs pilot will be trained in advance for the safe operation of the sUASs to be operated. 

This will include operation of the sUASs both in normal and emergency modes of operation, and 

will include familiarization with the operation manual (or similar) if published by the sUASs 

manufacturer. Training will also include types of maneuvers to be performed and the safe 

operation in relation to persons, property and applicable airspace. 

15. The sUASs PIC will establish a working relationship with a representative at the local FSDO with 

which to annually review safety procedures and other operations to further enhance safety. 

It is the applicant's belief that the size, speed, operating environment, limitations and level of applicant's 

experience in the NAS outlined provides an "equivalent level of safety" or better when operating a 

sUASs for the public interest as outlined in Section 333 in the FAA Modernization and Reform Act of 

2012. It is requested that the FAA issue an exemption to permit safe, legal, commercial sUASs operation 

by the applicant as soon as possible. 

Jk 

Saritta Hines 

Pop DemoKrat Aerial 

73 Pepperwood 

Aliso Viejo, CA 92656 

949-205-3790 
Appendix A 

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY 

Pop DemoKrat, dba Pop DemoKrat Aerial, requests an exemption from the following regulations as well 

as any additional regulations that may technically apply to the operation of sUASs's: 

14 CFR Part21, Subpart H: Airworthiness Certificates 

This part establishes the procedures for the issuance of an airworthiness certificate. While the FAA 

continues to work to develop airworthiness standards for UAS, we request an experimental certificate 

be issued for the sUASs's operated by the applicant under either or both of the following provisions: 

21 .191 Experimental certificates. 

Experimental certificates are issued for the following purposes: 

(a) Research and development. Testing new aircraft design concepts, new aircraft equipment, new 

aircraft installations, new aircraft operating techniques, or new uses for aircraft. 

(b) Showing compliance with regulations. Conducting flight tests and other operations to show 

compliance with the airworthiness regulations including flights to show compliance for issuance of type 

and supplemental type certificates, flights to substantiate major design changes, and flights to show 

compliance with the function and reliability requirements of the regulations. Since the experimental 

certificate can be used for commercial purposes such as market surveys, sales demonstrations, and 

customer crew training, we would expect that an experimental certificate would permit our commercial 

purpose as well. The aircraft will not carry persons or property and will only fly under strict operational 

requirements. Combined with the fact that any aircraft operated would be light weight and is 

constructed primarily out of foam or plastic, we propose that a sUASs will be at least as safe, if not safer, 

than a conventionally certificated aircraft performing the same function. 

If an experimental airworthiness certificate is not appropriate for this application, then we request an 

exemption of 14 CFR Part21, Subpart H, and the requirement for an airworthiness certificate in general, 

citing the equivalent level of safety outlined in the previous paragraph. 

14 CFR 91.203(a) & (b) Civil aircraft: Certifications required. 

The regulation provides that an airworthiness certificate, with the registration number assigned to the 

aircraft and a registration certificate must be aboard the aircraft. Additionally, subparagraph (b) 

provides that the airworthiness certificate be "displayed at the cabin or cockpit entrance so that it is 

legible to passengers or crew." A sUASs is too small to carry documentation, does not have an entrance, 

and is not capable of carrying passengers or crew. To obtain an equivalent level of safety and meet the 

intent of 91.203, we propose that documents deemed appropriate for this aircraft by the FAA will be colocated with the crew at the ground control station and available for inspection upon request. In order 

to identify the aircraft, we propose the use of the sUASs' unique manufacturers serial number, and a 

contact telephone number be mounted on the sUASs on a placard of reasonable size in relation to the 

sUASs. In the event that a unique manufacturers serial number is not available, the previously 

mentioned placard will be affixed to the sUASs consisting of the model name and number of the sUASs, 

as well as a contact telephone number. 
14 CFR 45.23 Display of marks; general and 45.29 Size of marks. 

These regulations provide that each aircraft must display "N" and the aircraft's registration number in 

letters at least 3 inches high. Additionally, the aircraft must display the word "EXPERIMENTAL" in letters 

at least 2 inches high near the entrance to the cabin, cockpit, or pilot station. A sUASs does not have an 

entrance in which the word "EXPERIMENTAL" can be placed, and may not have a registration number 

assigned to it by the FAA. We propose to achieve an equivalent level of safety by including the word 

"EXPERIMENTAL" on the top or side of the aircraft, in the form of a placard. The label will be of a size 

that will not overwhelm the aircraft, but will be reasonably readable to someone near the sUASs. The 

placard outlined in the previous paragraph will provide sufficient identity should someone discover the 

aircraft on the ground. 

14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements. 

This regulation provides that no person may operate an aircraft unless a current, approved flight manual 

is in the aircraft. The intent of this requirement is to ensure that flight manual information is available to 

the aircrew while operating the aircraft. We request an exemption to this requirement since the sUASs 

cannot carry such a manual, and if the sUASs did carry such manual, it would be unavailable to the crew 

for review. To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a 

current, sUASs operation manual or equivalent be available the crew at the ground station anytime the 

aircraft is in, or preparing for, flight. 

14 CFR 91.109 Flight instruction; Simulated instrument flight and certain flight tests 

The regulation provides that "No person may operate a civil aircraft that is being used for flight 

instruction unless that aircraft has fully functioning dual controls." The controls for a sUASs do not 

currently have a set of fully functioning dual controls. If a sUASs pilot is being trained, the pilot 

performing the training would be directly supervising and could take over the controls from the pilot in 

training if the need arose. This would be similar to the technique of a "throw-over type" control wheel in 

some fixed wing aircraft. We feel that this technique meets the intent 91 .109 and provides an 

equivalent level of safety. 

14 CFR 91.119 Minimum safe altitudes: General. 

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer than 

500 feet to any person, vessel, vehicle, or structure. Since the typical mission of this sUASs would be 

photography or survey of persons, vessels, vehicles or structures it would be necessary to operate closer 

than 500 feet to the items listed. Operations will only be flown over property or persons where 

permission has been obtained, and careful pre-planning has been performed. Further, sUASs aircraft 

operate at a very slow airspeed, and a low mass, and do not need as much space to operate safely, as 

outlined in 91.119. We believe the slower speed, smaller mass and careful pre-planning would provide 

an equivalent level of safety. 

14 CFR 91.121 Altimeter settings. 

The regulation provides that aircraft shall maintain cruising altitudes by reference to an altimeter setting 

available within 100 nautical miles of the aircraft. The sUASs will normally be flying close to the ground, 

and in line of sight of the PIC or an observer. 
This line of sight operation will provide separation from other aircraft, obstructions and terrain, and 

would override the use of an altimeter for such a purpose. We feel that this will provide an equivalent 

level of safety. 

14 CFR 91.151 Fuel requirements for flight in VFR conditions. 

The regulation provides that no person may begin a flight in an airplane under day-VFR conditions unless 

there is enough fuel to fly to the first point of intended landing and to fly after that for at least 30 

minutes. We feel the intention of this paragraph it to provide a reasonable reserve of energy to plan for 

a safe landing should there be a delay in landing. The close proximity to the ground station, the ability 

for both rotorcraft and small fixed wing aircraft to land in a very small space and the built in energy level 

monitoring of the sUASs we feel provide an equivalent level of safety if the flight is planned to be 

completed with 2oo/o battery energy remaining. We request an exemption to the word "fuel" and ask 

for an equivalent interpretation with the word "energy". 

14 CFR Subpart E {91.401-91.4171- Maintenance, Preventive Maintenance, and Alterations 

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an 

airworthy condition, including compliance with part 39 and 43. Paragraphs 91.407 and 91.409 require 

that the aircraft be "approved for return to service by a person authorized under 43.7" after 

maintenance and inspection. It is our intention that the PIC perform maintenance and inspection of the 

aircraft and "be authorized to approve the aircraft for return to service." Prior to every flight, the PIC will 

inspect the aircraft to ensure that it is in an airworthy condition. Any general maintenance procedures 

or replacement of consumable items outlined by the sUASs manufacturer, if applicable, will be complied 

with by the PIC. In no circumstance will a sUASs be operated in a condition that is deemed, or suspected 

to be, unsafe. If such a determination is reached, and the problem cannot be remedied to the 

satisfaction of the PIC, the sUASs will not be operated until consulting with the manufacturer or one of 

its authorized dealers to complete necessary repairs. We feel that due to the size, construction, and 

simplicity of the aircraft, the PIC can ensure an equivalent level of safety. 

8900.227 Paragraph 16{c) (4) PIC Medical. and Paragraph 16{e) {1) Observer Medical. 

This policy provides that both the PIC and observer must have a valid FAA second-class medical 

certificate issued under part 67 in order to perform as a pilot or observer. Requiring the crew to meet 

the same medical requirements as a commercial pilot carrying passengers in a large aircraft is an 

unnecessary burden. We propose that the minimum medical requirements be vision corrected to 20/20 

and a valid, state-issued driver's license. The risk of both the PIC and observer becoming incapacitated at 

the same time and suddenly is very low. Further, since the sUASs is operating close to the ground, it 

could be brought in for landing in a very short time if incapacitation was suspected. Finally, most sUASs's 

are equipped with an automatic return to home feature which would provide a final level of safety. We 

feel this would provide an equivalent level of safety. 

Section 61.113(a) and (b) prescribes that- (a) no person who holds a private pilot certificate may act as 

a pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor 

may that person, for compensation or hire, act as pilot in command of an aircraft. (b) a private pilot 

may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or 

employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does 
not carry passengers or property for compensation or hire. We propose that all operations will be within 

visual line-of-sight (i.e., no more than approximately 0.5 miles from the manipulator of the controls, or 

pilot in command (PIC)). Each PIC will conduct at least three take-offs and landings with the sUASs on 

which he or she is trained every 90 days. PIC's will establish their qualifications thru a combination of 

aeronautical knowledge, UAS airmanship skills, and verification through testing of flight ability before 

infrastructures operations have commenced. Depending on the type of operation, additional groundbased visual observers may be employed as well. These observers will be within constant visual line of 

sight and in constant contact with the PIC. The visual observers will assist the PIC in avoiding objects 

near the sUASs. 

There are no standards for either Private or Commercial sUASs pilot certificates. The safe operation and 

control of the UAS as described in this application does not depend on the type of FAA license held by 

the PIC. Given the restricted and controlled airspace within which operations will take place, the key 

factors needed by the PIC are knowledge of the airspace within which the operation will take place and 

how that airspace fits into the National Airspace System (NAS). That knowledge can be and is gained 

primarily through ground school and not through flight training in fixed wing or rotor aircraft, nor is it 

dependent on the acquisition of a commercial or private pilot's certificate. Those certificates 

demonstrate knowledge of the factors and skills needed for the safe operation of those types of aircraft 

(fixed wing or rotorcraft). It cannot be assumed that a commercial pilot, approved to operate a 

helicopter or fixed wing aircraft, has the skill or ability to safely operate a small unmanned aerial vehicle, 

operating at 400 AGL or lower, within strictly controlled pre-approved airspace. Besides knowledge of 

airspace regulations, dexterity in the control and operation of the sUASs acquired from actual operation 

of the aircraft is the most important factor in establishing an equivalent level of safety. 

If the PIC has acquired the necessary knowledge of airspace requirements, the relevant issues are (1) 

where the aircraft will be flown, (2) the size of the aircraft relative to what is being used today to 

accomplish the same mission, and (3) what precautions will be taken to ensure the safety of those in the 

area of operation. The aircraft be operated within a secure environment; and that no one be allowed to 

enter the secure environment unless they are part of the operation, have been fully briefed of the risks 

prior to operation of the sUASs, and have consented to the risks associated with being in the operating 

area. Should there be a mishap, the sUASs being flown pose significantly less of a threat than the 

helicopters and fixed wing aircraft now being employed because they are a fraction of the size, carry no 

flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk to others. This is in stark 

contrast to conventional aircraft that are flown to the site, carry explosive fuel, carry passengers and 

crew, and operate in a much larger area. From a practical standpoint, there are relatively few licensed 

full-scale aircraft pilots who are also qualified to fly the type of sUASs that are utilized for infrastructure 

image-capture operations. There are even fewer commercial pilots that can fly these sUASs- to the 

point that to do both is considered rare. Assuming that it is unlikely for a company to find a pilot that 

has both qualifications that company would either have to source a qualified sUASs pilot to train and 

obtain a commercial certificate, or find a commercial certificated pilot who would be willing to learn to 

fly a sUASs to the competency level required for professional use. 
Appendix B 

Manufacturer's information regarding Phantom 3 Professional 

We have provided manufacturer information related to operating limitations, normal and emergency 

procedures, and maintenance and inspection procedures. As we add aircraft designs, we will update this 

appendix appropriately. 
•IP 

G. ~A 

ap!n9 lJels >t::>!nO 

( l\fNOISS3:::10t:Jd) 

£ ~OlNVHd 
Phantom 3 Professional 

It's time to meet your Phantom 3 Professional. 

The Phantom 3 Professional's camera records video at up to 4K and captures 12 megapixel photos. 

Review the diagram below for a full list of your Phantom 3 Professional's parts: 

1. Gimbal and Camera 9. Aircraft Status Indicators 

2. Vision Positioning System 10. Antennas 

3. Camera Micro-SD Card Slot 11 . Intelligent Right Battery 

4. Aircraft Micro-USB Port 12. Power Button 

5. Camera Status Indicator 13. Battery Level Indicators 

6. Front LEDs 14. Unk Button 

7. Motors 15. Camera Micro-USB Port 

8. Propellers 
Remote Controller 

This powerful Remote Controller allows you to pilot and manewer your Phantom 3 Professional at distances over 6,000 

feet (2 km)• away, while putting selected camera controls at your fingertips. 

Buin into your Remote Controller is a rechargeable UPo battery and DJI Ughtbridge, which when pared with a compatible 

mobile device gives you a live HD view from the Phantom's camera. 

Folded 

11 . Gimbal Dial 

12. Camera Settings Dial 

13. Video Recording Button 

14. Flight Mode Switch 

15. Shutter Button 

16. Playback Button 

17. C1/C2 Buttons (Customizable) 

18. USB Port 

19. Micro-USB Port 

1. Power Button 

2. Return to Home (RTH) Button 

3. Control Sticks 

4. Status LED 

5. Battery Level LEOs 

6. Power Port 

7. Moble Device Holder 

8. Srnal Device Positioning Tabs 

(such as mobile phone) 

9. Antennas 

10. Handle Bar 

Mobile dev1ce connection 

• This maximum transmission distance was tested in a lab environment and is for reference only. The maxiroom operating distance may vary depending 

on conditions in your immediate surroundings. 
Fly Safe 

DJI encourages you to enjoy flying your Phantom 3 Professional in a sale, responsible, and smart way. To do this, n is important to 

understand some basic fllgl1t guidelines, both lor your protection and lor the safety of those around you. 

1. Fly in Open Areas: /WJays fly In locations that are free and clear of buildings, trees, pow..- lines, and oth..- obstacles. Do not fly above 

or near people or animals. 

2. Maintain Control at All Times: Even when using DJI autopiot functions such as Auto-Takeoff, Auto-landing, and Auto-Return to 

Horne, always keep your hands on the Remote Controller and maintain control of your aircraft when ~ is in flight. 

3. Maintain Une of 5qrt: Keep your aicraft in sig1l at al tines, and avoid flying bd1fid buidings or ofh..- obstacles that may block your lieN. 

4. Monitor Your Altitude: For the safety of full-sized aircraft and oth..- air traffic, always fly at altitudes less than 400 feet (120 met..-s) 

aibove ground level, or In line~ your local laws and regulations. 

VI~ http://flysafe.dji.com/no-fty lor more information on critcal safety features such as 

No-Fly Zones. 

0 II 

.. '1!1 

• !I' 

• Calibrating the Compass: 1!1 . 

Make sure to calibrate the compass at f!NefY new flight location. The compass is very sensitive to electromagnetic interference, which 

can cause abno<mal compass data, leading to poor fight pertorrn...,ce or even failurn. Regular caibratioo is required for optimal 

performance. 

1. DO NOT calibrate your compass where there Is a chance of strong magnetic interference, such as magnet~e. parking structures, and 

steel reinforcements underground. 

2. 00 NOT carry ferromagnetic matefials ~h you duling calibration such as keys or cellular phones. 

3. 00 NOT calibrate beside massive metai objects. 

4. n the Aircraft Status Indicators are showing solid red, then try to calibrate again. n they are blinking red and yellow ~ernately after 

placing the aircraft on the ground, the compass has detected magnetic interference. Change your location. 

• Environmental Considerations: 

1. Do not fly in severe weath..- condltions. This includes high winds (speeds of 22 mph or 10 mls or more), snow, rain, and fog. 

2. Only fly in open areas. TaU buildings and steel structures may affect the accuracy of the on-board compass and GPS signal. 

3. Avoid obstacles, crowds, high-~age power lines. trees, and bodies of wat..-. 

4. Minimize electromagnetic interference by avoiding areas ~h high levels of elec1romagnetism, including mobile phone base stations, 

radio transmission towers, or WI-R hotspots. 

5. Aircraft and battery performance are subject to environmental factors such as air dens~ and temperature. Be very careful when 

flying 1g,600 feet (6 km) or more above sea level. as battery and aircraft performance may not be at peak efficiency. 

6. The Phantom 3 Professional cannot operate in P Mode or use GPS at polar latitudes. Only A TTl Mode and the Vision Positioning 

system will be operational. 

• P Mode: In this mode, the Phantom 3 Professional can use GPS and the Vision 

Posrtloning system, allowing ~to hover accurately in position indoors 

and out. When GPS is available, a Horne Point wll be locked so that the 

Phantom 3 Professional can Aell.m to Horne ~ the Remote Controler 

si{J1alls loot. 

B To enable P Mode, toggle the Right Mode Sw~ch 

to the P position. 

There are three states In P mode: 

P-GPS: GPS works best when outdoors and in a wide open area. Your 

Phantom 3 Professional uses GPS to hov..- in place when there is a 

strong GPS signal. 

P-OPTl: n GPS is not available, the aicraft can use the VISion Positiori-lg 

syst..-n to hover accurately. 

P-ATTI: Ne~er GPS nor the VISion Positioning system are available. 

The aircraft will only use ~s baromet..- for altitude and other on-board 

sensors lor attitude stabiization. 

Note that the VISion Positioning system may not work properly when 

the Phantom 3 Professional is flying ov..- water, over surfaces ~ 

a clear pattern, or in a low-liglt environment. 

I 

I 

I 

I 

y 

)(-- -----

Return to horne 

~ GPS 

••Ill$ 

Positioning ~ 

~~ .. ,-, 

• Return to Home: 

• Vision Positioning 

Altilude 

.J.- 1 foot 

When there Is a strong GPS signal, the aircraft will be able to 

record a Horne Point and return to that Horne Point when 

required. The Horne Point location is recorded when the GPS 

signal icon in the DJI GO app is eith..- yelow or green. 

The aircraft wil return to the Horne Point automatically in the 

following scenarios (ail require a strong GPS signal): 

Smart RTH: When the RTH button on the Flernote Controller 

or in the DJI GO app is pressed. 

Low~Battery RTH: A notification will appear in the OJl GO 

app requesting the pilot to take action when the battery level 

falls under a certain level. 

Failsafe RTH: When the Flernote Controller's signal is lost. 

A • While returning to the Horne Point, the aircraft's altitude can be adjusted to avoid obstacles. Tall buildings may affect the Remote 

Controller's signal. The Failsafe Return to Horne procedure will be lrigg..-ed ~ the signal is lost. Be sure to fly high..- than atlY nearby 

buildings to avoid crashing. 
Appendix 

• Aircraft 

Weight (Including Battery) 

Max. Ascent Speed 

Max. Descent Speed 

Max. Speed 

Max. Flight Altitude 

Max. Flight nme 

Operating Temperature Range 

GPS 

• Gimbal 

Controllable Range 

• VISion Positioning 

Velocity Range 

Altitude Range 

Openating Range 

Operating Environment 

• Camera 

Sensor 

lens 

ISO Range 

Electronic Shutter Speed 

Image Max. Size 

Still Photography Modes 

Video Recording Modes 

Max. Bitrate of Video Storage 

Supported File Formats 

Supported SO Card Types 

Operating Temperature Range 

• Remote Controller 

Operating Frequency 

Max. TranStrission Distance 

Video Output Port 

Operating Temperature Range 

Battery 

Mobile Device Holder 

Transmitter Power (EIRP) 

Working Voltage 

• Charger 

Voltage 

Flaled Power 

1280g 

5m/s 

3m/s 

16 m/s (A TTl roode, no wind) 

6000m 

Approximately 23 minutes 

O"C to 40"C 

GPS/GLONASS 5: 

3 

3 

P~ch: - 90" to +30" <e ~ -----4 

"9.s, zs9"'"' 

<8 m/s (Altitude 2m) 

30 cm-3CX> em 

3Jcm-300cm 

~ 

Surface with clear pattem and adequate lighting (Lux> 15) 

Sony EXMOR 1/2.3" Effective pixels:12.4 M (total pixels: 12.76 M) 

FOV (Field Of View) 94" 20 mm (35 mm format equivalent) f/2.8 

t00-3200 (video) 100-1600 (photo) 

8 s-1/6000 s 

4000 x3000 

Single shot 

Burst shooting: 3/5{7 frames 

Auto Exposure Bracketing (AEB): 315 bracketed frames at 0. 7EV Bias 

nrne-lapse 

UHO : 4096x2160p 24/25, 3840x2160p 24/25/30 

FHO: 1920x1060p 24/25/30/48/50/60 

HO: 1280x 720p 24/25/30/48/'EiJ/60 

60Mbps 

FAT32/exFAT Photo: JPEG, ONG Video: MP4MOV (MPEG-4 AVC/H.264) 

Micro-SO, Max. capacity: 64GB. Class 10 or UHS-1 rating required 

O"C to 40"C 

2.400 GHz-2.483 GHz 

2 km (outdoors and unobstructed) 

USB 

O"C to 40"C 

6000 mAh UPo 2S 

Tablets and smartphones 

FCC: 20 dbm; CE: t 6 dbm 

1.2A@7.4 V 

17.4V 

100 W 71mm 

• Intelligent Right BatteJY ( PH3-44BO mAh-15.2 V ) 

Capacity 4480 mAh 

Voltage 15.2 v 

Battery Type UPo 4S 

Energy 68Wh 

Net Weight 

Operating Temperature 

Max. Charging Power 

365g 

-1 o·c to 40"C 

100W 

* This Quick Start Guide is subject to change without prior notice. 

C£ 1313 & RoHS :E FCC 10: SS3-WM32J1500 FCC 10: SS3-GL.3001501 

TM ..... a cOI'f'l9liM witt~ pw1lS ol the FCC Rul•. 

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Preparing Your Phantom 3 Professional Before Flying 

Read the User Manual and watch the video tutorials in the DJI GO app or on the official DJI websrte (www.dji.com), and 

read the following documents included in the box before using your Phantom 3 Professional for the first time: Phantom 3 

Professional Quick Start Guide, Phantom 3 Professional I Advanced Safety Guidelines and Disdaimer. Phantom 3 Professional I 

Advanced Intelligent Flight Batte!)' Safety Guidelines, In the Box. 

1. Download the DJI GO App 

Search 'DJI GO' on the App Store or Google Play and 

download the DJI GO app to your mobile device. 

• 

[!] .. 

DJI GOapp 

2. Watch the Tutorial Videos 

Watch the tutorial videos on www.dji.com or in 

the DJI GO app . 

• 

~ . 

Phantom 3 tutorial videos 

A • For the best experience. use a mobile device that runs iOS 8.0 or above or Android 4.1.2 or above. 

3. Check Battery Levels 

Pressing the Power Button once on either your Intelligent Flight Battery or Remote Controller displays the battery level. 

Be sure to fully charge both batteries before your first flight. 

Low ...... Battery Level ~ High Low ..... Battery Level -+ High 

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4. Charging the Batteries 

• Only use the official DJI Phantom 3 Professional charger. Remove the Intelligent Right Battery from the aircraft before 

charging. 

• It is recommended that you turn off the Intelligent Right Battery or Remote Controller before charging. 

• Connect the charger to a suitable power source (1 00-240V 50/60Hz). 

• Connect the charger to the Intelligent Right Battery or Remote Controller. The LEOs will display the current charge level, 

and when fully charged, they will automatically turn off. 

Remove the lnteligent 

Fight Battery 

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5. Preparing the Remote Controller 

Tilt the Mobile Device Holder to the desired position, and 

then adjust the antennas as shown. The strength of the 

Remote Controller's signal will fluctuate depending on the 

positions of the antennas. 

~ 

Strong~ We~~ 

The transmission signal between the aircraft and 

Remote Controller will be strongest within the 

range illustrated here. ~ the signal is weak, aqust 

the positions of the antennas and fly the aira"aft 

closer to achieve optimal signal performance. 

(j) Press the button on the side of the Mobile 

Device Holder to release the clamp. 

(3) Place your rnotJtle device into the damp and 

adjust it so that the mobile device is held 

securely in place. 

@ Connect your mobile device to the Remote 

Controller with a USB cable. Plug one end of 

the cable into your rnotJtle device, and the 

other end into the USB port on the back of 

the Remote Controller. 

~- -y~ A • To avoid signal interference, do not use other 2.4GHz devices when Hying. 

6. Flight Controls 

Here are the defautt flight controls (Mode 2). The left stick controls altitude and rotation, while the right stick controls the 

forward, backward, left or right movements. The gimbal dial controls the camera's titt. 

Left Stick Right Stick Gimbal Dial 

~ 

~ 

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A • You can customize or change these cootrols through the DJI GO app. 
7. Getting Ready for Takeoff 

Remove the gimbal clamp as shown on the 

right. Place your Phantom 3 Professional on a 

flat surface, in an open space, with the nose facing away from you. 1hen follow the steps 

below in this order: 

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A 

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• 

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- DJIGO 

App 

~~ 

Q) Toggle the Flight Mode Switch on your Remote Controller 

to the right (P Mode). P Mode is Positioning Mode, A 

Mode is A Til Mode, and F Mode is Function Mode. 

0 Tum on the Remote Controller by pressing the power 

button once, releasing ~. and then pressing and holding 

for 2 seconds. 

® Insert the Intelligent Right Battery into your Phantom 3 

Professional. Turn on the battery by pressing the power 

button once, releasing~. and then pressing and holding 

for 2 seconds. 

@ Ensure the LED on your Remote Controller is green, 

indicating it is ready to be used. 

® Connect your mobile device to the Remote Controller 

w~h a USB cable and launch the OJI GO app. Follow the 

instructions w~hin the app. 

@ In the app, tap 'Camera'. Ensure your Phantom 3 

Professional is ready to fly by completing the on-screen 

Checklist. Beginner Mode is enabled by defautt when 

you launch the DJI GO app for the first time. The 

aircraft's attitude and flight distance are restricted when 

ftying in Beginner Mode. You can disable Beginner 

Mode in the Settings Page of the DJI GO app. 

<l) Calibrate the compass by tapping the Aircraft Status 

Bar in the app and selecting 'Calibrate'. Then follow the 

on-screen instructions. 

® Attach the propeAers ~ a black nut onto the motors with 

black dot and spin them counter-clockwise to secure. 

Attach the propellers with a grey nut onto the motors 

without black dol and spin them clockwise to secure. 

• Tighten the propellers with both hands before each flight. 

• U you wish to record photos or videos, insert a MicrcrSD card into the Camera's Micro-SO Card Slot. 

• The Right Mode Switch is locked in P Mode by default Refer to the User Manual to learn how to unlock the switch and change 

to other modes. 

• When not in P mode, the Phantom 3 Professional will only maintain altitude, not position, and will drift with wind or user input. 

Return to Home is not available in F mode. 

8. Flight 

Safe to Fly ( GPS ) Before taking off, make sure the Aircraft Status Bar in the OJI GO app 

indicates 'Safe to Fly (GPS)' or 'Safe to fty (non-GPS)' if flying indoors. 

• Auto Takeoff and Landing: 

Your Phantom 3 Professional can automatically takeoff and land at the tap of a button in the Camera screen of the DJI 

GOapp. 

e Tap and slide to confimn automatic takeoff. 

The aircraft will automatically takeoff and 

hover at 4 feet (1 .2 meters). 0 Tap and slide to confimn automatic landing. 

The aircraft will automatically land. 
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• Manual Takeoff and Landing (Stick configurations are for MODE 2): 

Start the motors by pulling both control sticks to the bottom 

inside (or outside) comers. Release the sticks once the 

motors start. Slowly push the left stick (throttle stick) up to 

takeoff. 

Start I Stop the motors Left stick up (Slowly) 

To land, gently pull the left stick (throttle stick) 

down to lower the aircraft until ~ touches the 

ground. Then pull both sticks to the bottom inside 

comers to stop the motors. 

Left stick down (Slowly) 

(f) 

A • Never stop the motors mid-flight, otherwise the aircraft will crash. Only stop the motors when on the ground or as required in 

emergency situations to reduce the risk of damage or injury. 

• You cannot takeoff if the Intelligent Right Battery is not sufficiently charged and the Critical Low Battety Warning is active. 

• The Intelligent Right Battery must warm up if the outside temperature is low. A warning will appear In the OJI GO app in this scenario. 

• Once spinning, the rotating propellers can be dangerous. Do not start the motors when there are peop'e nearby and always fly 

in a wide-open area. 

• Power off your Phantom 3 Professional before switching off the Remote Controller after landing. 

• Return to Home : 

1. Press and hold the Retum to Home Button on your 

Remote Controller until the LED surrounding the button 

starts blinking wh~e and starts beeping. Your Phantom 

3 Professional will retum to the set Home Point. Press 

the button once to stop the procedure. 

2. The OJI GO app will warn you if your Phantom 3 

Professional's battery level falls under a certain level. This 

warning threshold can be set in the app. The aircraft will 

land immediately if the battery power reaches a cmical 

level and the Critical Low Battery Level Warning appears. 

~ • 

3. Failsafe: The Phantom 3 Professional will enter Retum to 

Home Mode if the signal to the Remote Controller is lost. 

RTH Button The app's RTH Button 

A • While returning home, you can still control your Phantom 3 

.. Professional's altitude to avoid any obstacles. 

Appendix 

Aircraft Status Indicators 

~ Slowly: Safe to fly. GPS working 

;~: X2 Continuously: Vision Positioning 

system working, no GPS 

):?. Slowly: P-ATTI or A TTl Mode 

:):?.: Quickly: Not connected 

to the Remote Controller 

Remote Controller Status LED 

(j) Remote Controller is functioning nonmally, 

but is not connected to the aircraft. 

(j) Remote Controller is functioning nonmally 

and is connected to the aircraft. 

;~: B-8-B ... Aircraft Low Battery Level Warning 

' '~ or Remote Controller error. 

(j) B-8-... Remote Controller has been 

idle for 5 minutes. 

~ Slowly: Low Battery Level Warning 

;~:Quickly: Critical Low Battery Level Warning 

• Solid: Critical error 

~: / :):?.: Blinking Alternately: 

Compass calibration required 

For more information: 

http://www.dji.com/phantom3 

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-

Camera Controls 

• Adjust the canera parameters using 

the Camera Settings Dial on the 

Remote Ca1troller or through the OJI 

GO app. Press the Shutter Button or 

Video Recording Button to capture 

pholrll or record videos. 

• Adjust the gimbal's tilt using the 

Gimbal Dial. 

• t::loNnbad photos and videos fran 

the Micro-SO card to your mobile 

device through the OJI GO app. 

You can aso use a SO-card reader 

to export files to your computer. 

C>20t5 DJL All R;g.s R"""""' 

O..ognMl by DJl Pnnt1td rn Chona