Page 1 of 3

October 14, 2014

U.S. Dept. of Transportation, Docket Operatio ns West Building Ground Floor, Room w12

- 140 1200 New Jersey Avenue, SE., VIA FEDERAL EXPRESS Washington, DC 20590 VIA FEDERAL DOCUMENT MANAGEMENT SYSTEM

Re: Exemption Request u nder Section 333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the “Reform Act”) and 14 C.F.R. Part 11, Capital A e r ial Video, LLC ( CAV ) seeks an exemption from

Federal Aviatio n R egulations (“FARs”) detailed below for the following described Unmanned

Aerial System called in this application the CAV System , which includes an Unmanned

Aircraft (UA) and ground station

- based equipment and crew :

THE UNMANNED AIRCRAFT (UA):

 A light weight ( 5.3 lb gross weight with all on

- board equipment)

, battery operated 6

- motor
rotorcraft in the form of a hexacopter that takes off and lands vertically

, manufactured by
DJI, M odel F550 , modified by the applicant to carry the following equipment in fl ight ;

 An on

- board flight computer with GPS navigation and location ability that receives signals for flight controls from a ground

- based transmitter/controller ;

 An on

- board camera capable of capturing imagery in the form of full color , high definition

sti ll photos and video;

 An on

- board telemetry system that delivers flight data from the on

- board flight computer

to the on

- board radio transmitter including altitud e AGL , horizontal and vertical speed, compass direction of flight and direction back to its lau nch site;

 A 600 m W , 5.8G H z on

- board radio transmitter that transmit s live video from the on

- board camera plus all the flight data from the telemetry system described above;

THE GROUND STATION

- BASED PART OF THE SYSTEM:

 A Pilot in Command (PIC) in operation al control of a flight operation from beginning to

end and who controls the UA while in the air;

 A 100mW, 2.4 G H z radio transmitter /controller operated by the PIC to control the UA while in flight;

 A radio receiver receiving live video and flight data from the on

- board camera and

computer projects it all together onto a screen for the PIC to view during flight ;

 A Visual Observer (VO) is a person who provides a second pair of eyes to visually track the UA while in flight

.

The requested exemption would supp ort an application for a commercial Certificate of 

### Capital Aerial Video

14607 Bear Creek Pass

Austin TX 78737

- 8933

PH: (512) 925

- 9595
FAX: (512) 301

- 8382Page 2 of 3

Authorizati on to use the above described CA V System to support aerial photography and

video primarily of real property

, specifically individual properties of at least two acre s in size ( equivalent to a square 295 f ee t/side)

.

T he UA, powered by batteries

, is smaller

, lighter and more maneuverable than larger aircraft running on combustible fuel

, it operates at lower altitudes with no people on board and will thereby reduce current risk levels a n d thereby enhance safety and diminish the likelihood of

death or serious bodily injury. With a small payload and maximum flight time of only 1 5 minutes, this is offers little or no risk to national security.

Low level oblique photos and video from several angles are far more effective than ground

based imagery for displaying t he characteristics of large, complex properties with several buildings and large trees. The applicants in the past have chartered 2

- seat full

- sized helicopters for this purpose

, which has proven more cost ly than many potential clients have

been able to aff

ord. The benefits of reduced cost and improved quality of presentation from

the UA will be valuable to and benefit many buyers and sellers of real property.

Additionally, we request that we be allowed to use our system to benefit first responders nearby who might require assistance, including fire fighters, the police

, the sheriff , et al

. , while remaining subject to all limitations cited in this application as we do so

.

The CA V System will be operated in the field with both a PIC and a VO in accordance w ith FAA Policy N 8900.227 Section 14 "Operational Requirements for UAS" and with the following R estrictions:

(a) No flight will be made with a UA Gross weight exceeding 55 pounds; (b) All operations must occur in FAA Class G airspace at no more than 400 ft AGL

, at an airspeed of no more than 25 knots and no further than 3/4 NM from the PIC ; (c) A ll operations must utilize a visual observer (VO). The VO and PIC must be able to

co mmunicate by voice at all times during a flight operation ; (d) Operations will be restricted t o flights over priva te property with the permission of the

property owner; (e) The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51 (b), a minimum of 1 00 flight cycles an d 25 hours of total time as a UA rotorcraft pilot and at l east ten hours logged as a UA pilot with a similar UA type ; (f) All required permits will be obtained from state and loca l government prior to operation; (g) The C A V System will not be operated over densely populated areas ; (h) The C AV System will not be operated at a ir shows ; (i) The C AV System will not be operated over an y open

- air assembly of people ; (j) The C AV System will not be operated over heavily trafficked roads ; (k) The C AV System will not be operated within 5 NM of an airport or heliport ; (l) The C AV System will not be ope rated over properties smaller than two acres in size; (m) Operations will be restricted to day only and weather conditions equivalent to VFR ; (n) The PIC will brief the VO and property owner about the operation and risk before the first flight at each new location ; (o) N o flight may be made without a Pre

- Flight Inspection by the PIC before each o peration

to ascertain that the UA is in a condition safe for flight (see A p pendix A )

.Page 3 of 3

The PIC and VO will meet the requirements outlined in FAA Policy N 8900.227 Section 16

p erson nel Qualifications. Additionally, the PIC and VO will perform maintenance on the system and will complete a course of maintenance instruction as p art of their initial training.

We submit that the combination of the UA 's light weight, flight performance and ability , fully qualified flight crew and strict operation under the guidelines established in 8900.227

, and

under all of the Restrictions ( a ) through ( o ) lis ted above , the FAA can have full confidence that the operation will have an equival ent or greater level of safety than manned aircraft performing the same mission.

The name and conta ct information of the applicant are:

Capital A e r i a l Video, LLC

Attn: Alston Boyd

Ph: 512

- 925

- 9595

Fax: 512

- 301

- 8382

Email: alston@boyd2.com

The regulation s from which the exemption is requested are listed below

. Beside each regulation number is the page of the attached Addendum up on which e ach may be found together with our proposed equivalent level of safety for each regulation :

- 14 CFR Part 21

............ ... ............... ... Addendu m Page 1

- 14 CFR 91.203

............ ... ................. . Addendum Page 1

- 14 CFR 45.23, 45.29

......... ............... ..Addendum Page 2

- 14 CFR 91.9

.................. ............... ...Addendum Page 2

- 14 CFR 61.113, 61.133

...... ............... ..Addendum Page 2

- 14 CFR 91.109, 91.119 , 91.121

... ......... ..Addendum Page 3

- 14 CFR 91.151

............... ............... ...Addendum Page 4

- 14 CFR Subpart E (91.401

- 91.417) ......Addendum Page 4

- FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e)(1) ...Addendum Page 4

We are prepared to modify or amend any part of t his request to satisfy the need for an equivalent level of safety. Please contact us at any time if you require additional information

or clarification. We look forward to working with your office.

Sincerely,

Alston Boyd, Partner Capital Aerial V ideo, LLC

Commercial Pilot Certif. No. 1689774

Addendum containing Exemption Requests and Equivalent Level of Safety
Appendix A

– Flight Manual
Appendix B

– Owner ’ s Manual for UAAddendum Page 1 of 4 ADDENDUM

EXEMPTION REQUESTS AND EQUIVALENT LEVEL OF SAFETY

Capital Aerial Video, LLC, requests an exemption from the following regulations as well as any additional regulations that may technically apply to the operation of the C AV System :

14 CFR Part 2 1, 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 U nmanned A erial S ystems , we request an experimental cert ificate be issued for the C AV System 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 in cluding 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 experim ental 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 pe rsons or property, will not carry fuel, and will only fly under strict operational requirements. Combined with the U A ’ s light weight , being constructed primarily of carbon fiber and plastic , we propose that the UA will be at least as safe, if not safer, than a conventionally certificated aircraft performing the same mission.

If an experimental airworthiness certificate is not appropriate for this application, then we request an exemption of 14 CFR Part 21, 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

t he 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 legib le to passengers or crew."

At a maximum gross weight of 5

. 3 pounds , the UA 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 co

- located with the crew at the ground control station and available for inspection up on request. In order to identify the aircraft, we propose that the

information fou nd on airworthiness and registration certificates be permanently affixed to the aircraft via placard containing the following information plus the word “EXPERIMENTAL” toAddendum Page 2 of 4

satisfy the requirement of 14 CFR 45.23 , which follows immediately after the proposed placard description below :

EXPERIMENTAL

Manufacturer: DJI Innovations, Inc.

950 E Baseline Ave. Ste. 210 Apache Junction AZ 85119

Model: F550

, Serial Number: DJ13

- 0 0 937

If found please contact: ( 512) 925

- 9595

14 CFR 45.23 Display of marks; general a nd 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 hi gh near the entrance to the cabin, cockpit, or pilot station. The UA 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"

i n the placard on the top of the aircraft, as shown above, where the PIC, VO and others in the vicinity of the aircraft while it is preparing for launch will be able to see the designation. Additionally, we fee l that the permanent placard discussed in the previous paragraph will provide the aircraft's registration information at the ground station

. Finally, we will display at the ground station a high contrast flag or banner that contains the words "Unmanned Air craft Ground

Station" in letters 3 inches high or greater. Since the aircraft will operate within 3/4 NM of the ground station, the banner should be visible to anyone that observes the aircraft and chooses to investigate its point of origin.

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. We assume that 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 aircraft is not only too small to carry documentation, the

documentation would not be available to the crew during flight operations

.

To obtain an equivalent level of safety and meet the intent of 91.9, we propose that a current, approved UA Flight Manual ( A ppendix A ) must be available to the crew at the ground station anytime the aircraft is in, or preparing for, flight.

14 CFR 61.113 Pr ivate pilot privileges and limitations: Pilot in Command and 61.133 Commercial pilot privileges and limitations. The regulation provides that no person that holds a private pilot certificate may act as pilot in

command of an airc raft for compensation or h ire. Subparagraph (b) allows a private pilot to 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 pro perty for compensation or hire.Addendum Page 3 of 4

Our proposed operations require that the PIC must either

1. Hold a Commercial Pilot Certificate issued by the FAA

, and have logged 25 hours of flight experience in this type of UA, or 2. M eet the requirements of 8900.227 para 16(c)(2)(c) "Operations without a pilot certificate" in which the PIC is required to complete "FAA private pilot ground instruction" and pass

"the FAA Private Pilot written examination." Since there are c urrently no means available for the pilot of a UAS to gain the experience in an equivalent category and class in order to apply for a commercial pilot's license, we propose to generate an equivalent level of safety by requiring our pilots to complete, at a minimum, FAA commercial pilot ground

instruction a nd pass the FAA Commercial Pilot written examination in addition to completing the private pilot requirements. Since the aircraft cannot carry passengers or property, we feel we meet the intent of 61.113 S ubparagraph (b) even though the intent of this app lication is to conduct a business.

14 CFR 91.109 Flight I nstruction; Simulated instrument flight and certain flight tests The regulation stat es that "No person may operate a civil aircraft that is being used for flight

i nstruction unless that aircraft has fully functioning dual controls."

The C AV System ground

- based control station consists of a small hand

- held radio transmitter

and while it does not offer a second set of "controls", both the student and instructor can, and will, operate the single set of controls simultaneously. With both student and instructor having

"hands

- on" the controls during flight, 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 stat es that over sparsely populated areas the aircraft cannot be operated closer than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a maximum of 400 feet AGL, we cannot comply with this requirem ent.

In order t o provide an equivalent level of safety we will only fly over private property with a size

of at least two acres with the permission of the owner of the property flown over

. The aircraft will not be operated over congested areas or over a ny open air assembly of persons. The property
owner will be briefed o n the expected route of flight and the associated risks to perso ns and property on the ground. The aircraft will be operated at a low altitude allowing, if a power unit fails, an emergenc y landing without undue hazard to persons or property on the surface.

Therefore w e maintain that due to the small size of the UA , the hazard to persons, vehicles and

structures is minimal compared to manned aircraft , which should be considered in granting the exemption.

14 CFR 91.121 Altimeter settings. The regulation requir es that aircraft shall maintain cruising altitudes by reference to an altimeter setting available within 100 NM of the aircraft.

The UA will always fly below 400 feet AGL and will no t need to maintain cruising altitudes in

order to prevent conflict with other aircraft. A n Above Ground Level altimeter measurement above the takeoff point is transmitted via radio from the UA on

- board computer to the display screen held by the PIC, provid ing a constant ly updated AGL readout.Addendum Page 4 of 4

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 is to provide a n energy reserve as a safety buffer for delays to landing. The UA is battery operated and the maximum duration of flight from a single battery charge is 1 2 minutes with a 20% reserve

. Since the aircraft will never fly more than 3/4

NM from the point of intended landing, a full battery charge at launch will ensure that we meet the reserve energy requirement of this paragraph. We request an exemption to the word "fuel" and ask for an equivalent interpretation with the word "energy".

14 CFR Subpart E (91.401

- 91.417)

- Maintenance, Preventive Maintenance, 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 air craft for return to service." As provided in the Pre

- Flight Checklist

in Appendix A

, the PIC will ensure that the aircraft is in an airworthy condition prior to every flight and in addition conduct detailed inspections after every two hour s of flight. Maintenance performed by the PIC is limited to repairing small cracks, replacing a propeller, checking

e lectrical connections and updati ng software and firmware for the on

- board computer

. All other maintenance will be performed by the m anufacturer or their designated repair facility

. The PIC will document work performed in accordance with 91.417. 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 VO must have a valid FAA second

- class medical certificate issued under part 67 in order to p erform as a pilot or observer.

The UA maximum gross weight is 5

. 3 pounds

, it is constructed of carbon fiber and plastic and

the PIC is not on board. Both the PIC and the VO are required to be in VLOS

. Given th e unlikely event that both the PIC and VO become medically incapacitated while the aircraft is in flight, the

UA will re turn autonomously to the site of launch ing and land without crew intervention. Therefore, r equiring the PIC and VO to meet the same medi cal requirements as a commercial pilot carrying passengers in a large aircraft is an unnecessary burden

.

We propose that the minimum medical requirements for the PIC and VO be vision corrected to 20/20 and a valid, state issued driver's license. The 2 0/20 vision requirement will ensure that the

PIC and VO can see and avoid air traffic ; a licensed driver is medically qualified to operate a much larger vehicle.A ppendix A

- Page 1 of 2 APPENDIX A

– FLIGHT MANUAL

FLIGHT RESTRICTIONS

(a) No flight will be made with a UA Gross weight exceeding 55 pounds; (b) All operations must occur in FAA Class G airspace at no more than 400' AGL, at an airspeed of no more than 25 knots and no further than 3/4 NM from the PIC; (c) All operations must utilize a visual observer (VO). The VO and PIC must be able to communicate verbally at all times during a flight operation; (d) Operations will be restricted to flights over private property with the permission of the

prope rty owner; (e) The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51 (b), a minimum of 100 flight cycles and 25 hours of total time as a UA rotorcraft pilot and at least ten hours logged as a UA pilot with a similar UA type; (f) All required permits will be obtained from state and local government prior to operation; (g) The C AV System will not be operated over densely populated areas; (h) The C AV System will not be operated at air shows; (i) The C AV System will not be operated over any open

- air assembly of people; (j) The C AV System will not be operated over heavily trafficked roads; (k) The C AV System will not be operated within 5 NM of an airport or heliport; (l) The C AV System will not be operated over properties smaller than two acres in size; (m) Operations will be restricted to day only and weather conditions equivalent to VFR; (n) The PIC will brief the VO and property owner about the operation and risk before the first flight at each new location; (o) No flight may be made without a successful Pre

- Flight Inspect ion by the PIC before each operation to ascertain that the UA is in a condition safe for flight.

PRE

- FLIGHT CHECKLIST

(1) Use voltmeter to determine that UA batter y is fully charged in order to pre vent unexpected

premature descent; (2) Check a ll wiring connections are tight; (3) Check a ll propellers are undamaged and n o cracks exist in any structural members of the UA; (5) T urn on radio controller

, check for adequate voltage

, set it to connect to the UA , move all control switches to forward or down pos ition and throttle control stick full back position ; (6) C onnect UA main battery , check for radio contact with UA ’s radio receiver; (7) At a location different from previous flight, r e

- set GPS and compass to current location ; (8) Turn on transmitter, gimb al and camera

.

TO REGAIN CONTROL AFTER LOST RADIO CONTACT



### 1. Failsafe = ON

2. Throttle = 50%

3. Mode = ATTI

4. Failsafe = OFF

5. Mode = GPS If radio contact is not re stored , the UA

wi ll automatically continue at 60 ft

above its last elevation before losing

contact toward its takeoff point, then

descend and land there autonomouslyA ppendix A

- Page 2 of 2©2012 DJI Innovation s . All Rights Reserved. 

# FlameWheel550

User Manual

V 1. 9

2013.0 3

. 13 Revision

www.dji

- innovations.com©2012 DJI Innovation s . All Rights Reserved. 2 

## Disclaimer

Read this disclaimer carefully before using FlameWheel550. By using this product, you hereby agree to

this disclaimer and signify that you hav e read them fully. FlameWheel550 is an excellent multi

- rotor. With

a good autopilot, it will even offer tremendous flight features for low altitude flight working in restricted

space. Despite the controller of autopilot operate s in the safest manner when t he main power battery is

connected, we strongly recommend customers to remove all propellers, use power supply from R/C

system or flight pack battery, and keep children away during system calibration and parameter setup.

Please respect the AMA ’ s National M odel Aircraft Safety Code

. DJI Innovation s assumes no liability for

damage(s) or injuries incurred directly or indirectly from the use of this product.

DJI FLAME WHEEL is registered trademark of DJI Innovation s. Names of product, brand, etc., appearing

in this manual are trademarks or registered trademarks of their respective owner companies. This product

and manual are copyrighted by DJI Innovation s with all rights reserved. No part of this product or manual

shall be reproduced in any form without the pri or written consent or authorization of DJI Innovation s . No

patent liability is assumed with respect to the use of the product or information contained herein.



## F550 Profile

FlameWheel550 (F550) is a multi

- rotor designed for all pilots for fun or AP . With DJI WKM or NAZA

autopilot system, it can achieve hovering, cruising, even rolling and other flight elements. It can be

applied for entertainment, aerial photography, FPV and other aero

- modeling activities.©2012 DJI Innovation s . All Rights Reserved. 3 

## Contents

Disclaimer

................................ ................................ ................................ ....................... 2

F550 Profile

................................ ................................ ................................ .................... 2

Contents

................................ ................................ ................................ ......................... 3

Product Usage Cautions

................................ ................................ ................................ . 3

In Box

................................ ................................ ................................ ............................. 4

Tools Needed

................................ ................................ ................................ ................. 5

ESC Wiring

................................ ................................ ................................ ..................... 5

Assembly

................................ ................................ ................................ ........................ 6

ESC Sound Introduction

................................ ................................ ................................ . 7

Specifications

................................ ................................ ................................ ................. 7



## Product Usage Cautions

When flying, the fast rotating propellers of FlameWheel550 will cause serious damage

and injury. Therefore, please fly with a high safety consciousness.

1. Keep flying multi

- rotor away from objects, such as obstacles, children,

human beings, high

- voltage lines and so on.

2. Do not get close to or even touch the working motors and propellers, which

will cause serious injury.

3. Do not over load the multi

- rotor.

4. Check that the propellers and the motors are installed correctly and firmly

before flight.

5. Make sure the rotation direction of each propeller is correct

6. Check whether all parts of multi

- rotor are in good condition before flight. Do

not fly with old or broken parts.

7. Use DJI parts as much as possible.

If you have any problem you cannot solve during installation, please contact our

customer service.©2012 DJI Innovation s . All Rights Reserved. 4 

## In Box

Top Board 550FBT × 1 Bottom Board 550FBB × 1

Arms 550FAC × 4 550FAW × 2

10in Propeller Pairs 550P10 × 4 8 in Propeller Pairs 550P 08 × 4

Motors 550MOT ×6 ESC 550ESC ×6

Screws 550

- M3×8 × 24 Screws 550

- M2.5× 6 × 36

Magic Strap 550MSX ×1, Battery Band 550BBX × 1
, Power Line Pair 550PLP ×1©2012 DJI Innovation s . All Rights Reserved. 5 

## Tools Needed

2.0mm Hex Wrench For frame and motors installation.

Screw Glue For fastening screws.

Nylon Cable Tie

For binding devices and wires. Scissors

Diagonal Cutting Pliers

Foam Double Sided Adhesive Tape For fi xing receiver, controller and other modules.

Soldering

- iron & Wires For connecting ESCs’ power cables to bottom board.



## ESC Wiring

Important

 Please solder ESCs to power pads on bottom board as the figure shows.

 Use any insulating method at all soldering spots. Make sure there is no short or open circuit.

 Make sure the side of power pads is upward.

 Make sure the rotation direction of each motor is the same as the way in the figure of

“ Assembly

” shows. If not, switch any of two wire connectio ns of the incorrect motor to change

its rotation direction.©2012 DJI Innovation s . All Rights Reserved. 6 

## Assembly©2012 DJI Innovation s . All Rights Reserved. 7 

## ESC Sound Introduction

ESC State Sound

Ready ♪1234567

Throttle stick is not at bottom BBBBBB...

Input sign al abnormal B

-------- B

-------- B...

Input voltage abnormal BB

--- BB

--- BB

--- BB... Tips:

DJI ESCs are specially designed for multi

- rotors. When use with DJI autopilot

systems, you do not have to setup any parameters or calibrate travel range.



## Specifications

Fr ame

Diagonal Wheelbase 550 mm

Frame Weight 478 g

Takeoff Weight 1200g ~ 2400g

ESC

Current 30A OPTO

Signal Frequency 30Hz ~ 450Hz

Battery 3S ~ 4S LiPo

Motor

Stator size 22×12mm

KV 920rpm/V

Propeller 10 × 3

. 8 in (@3S); (Optional 8 × 4.5in (@4S))