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 and Part 11 of the Federal Aviation Regulations from 14 C.F.R. 45.23(b); 14 CFR Part 21; 14 CFR 61.113 (a) & (b); 91.7 (a); 91.9 (b) (2); 91.103(b); 91.109; 91.119; 91.121; 91.151(a); 91.203(a) & (b); 91.405 (a); 91.407(a) (1); 91.409 (a) (2); 91.417 (a) & (b).

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, I, Russell D. Goodridge, having both a Private Pilot License and a Aircraft Dispatch L icense with over 2500 hrs of flight time and owner of SkyHigh Media Creative LLC ("SkyHigh"),

a photography and videography company, hereby applies for an exemption from the listed Federal Aviation Regulations ("FARs") to allow commercial operation of its Small Unmanned Aircraft Systems ("UAS") for aerial imaging for real estate, crop monitoring, aerial progress of construction sites, stack inspections, search and rescue and teaching community awareness of UAS safety 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. I have over 30 years of both real world flying a nd RC helicopter and RC fixed wing experience without incident or accident and will be sole operator of all three of the companies UAV’s. After 6 months of research of different UAS c ompanies, I found that DJI, a Shenzhen
company , based in China, was the best choice as their commitment to safety and furthering of the technology that drives this new industry is now well know n and is the first choice of many commercial operators. Furthermore, I operate at lower altitudes and in controlled airspace eliminating potential public risk flying to and from established airfields. I have been analyzing flight information and will compile safety protocols and the implementation of a flight operations manual that exceeds currently accepted means and methods for safe flight. Formal collection of information shared with the FAA will enhance the FAA’s internal efforts to establish protocols for complying with the FAA Modernization and reform ac t of 2012. There are no personnel on board my UAS ’s and therefore the likelihood of death or serious bodily injury is significantly diminished. The operation of my UAV’s weighing less than 10 pounds and travelling at lower speeds within limited areas will provide an equivalent level of safety as that achieved under current FAR’ s. As detailed in this document, the requested exemption would permit the operation of UAS under controlled conditions in airspace that is 1)

, limited 2)

, predetermined 3)

, controlled as to access and 4)

, would provide safety enhancements to the already best practices safe ty protocols followed by SkyHigh Media Creative at each one of its mission sites. Approval of this exemption would thereby enhance safety and fulfill the S ecretary 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. Accordingly, I respectfully request th at the FAA grant my exemption request and am willing to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the general public at large. Respectfully Submitted, The name and address of the applicant is: SkyHigh Media Creat ive LLC Russell Daniel Goodridge Address: 327 Sabal Springs Court, Debary Florida, 32713 PH: 386

- 753

- 1293 Email: rgoodridge@comcast.netRegulations from which the exemption is requested:

14C.F.R.Part21

14 C.F.R. 45.23(b)

14C.F.R.61.113(a)&(b)

14C.F.R.91.7(a)

14 C.F.R. 91.9 (b)(2)

14 C.F.R. 91.103

14 C.F.R. 91.109

14 C.F.R. 91.119

14 C.F.R. 91.121

14C.F.R.91.151(a)

14C.F.R.91.203(a)&(b)

14C.F.R.91.405(a)

14 C.F.R. 407 (a) (1)

14C.F.R.409(a)(2)

1 4C.F.R.417(a)&(b)

**I. STA TUTORY A**  **UTHORITY FOR EXEMPTIONS** The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory authority includes exempting civil aircraft, as the term is defined under §40101 of the Act, including UAS, from the requirement that all civil aircraft must have a current airworthiness certificate. The Administrator may grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this section or any sections 44702

- 44716 of this title if the Administrator finds the exemption in the public interest. 49 U.S.C. §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 operat e in the National Airspace System (NAS) 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's size, weight, speed, and operational capability;• Whethe r 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 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 2 operation of such aircraft in the national airspace system." Id. §333(c). SkyHigh's UAS are multirotor vehicles, **1 DJI Phantom 2 Vision Plus, 1 DJI Phantom 3 Professional**  , and **1 DJI Inspire**  **1** weighting 10 or fewer lbs. including pay load. They operate under normal conditio ns at a
spee d of no more than 43 knots and have the capability to hover, and move in the vertical and horizontal plane simultaneously. The UAS will opera te only in the pilot's visual line of sight at all times and will operate only within the sterile area. Given the small size of the UAS involved and the restricted and sterile environment within which they will operate, our application falls squarely withi n the zone of safety (an equivalent level of safety) in which Congress envisioned that the FAA must, by exemption, allow commercial operations of UAS to commence immediately. Also due to the small size of the UAS and the low altitudes and restricted areas in which our UAS will operate; approval of the application presents no national security issue. Given the clear direction in Section 333 of the Reform Act, the authority contained in the Federal Aviation Act, as amended; the strong equivalent level of safe ty surrounding the proposed operations, and the significant public benefit, including enhanced safety, the grant of the requested exemptions is in the publi c interest. Accordingly, SkyHigh respectfully requests that the FAA grant the requested exemption without delay. **II. PUBLIC INTEREST**  This exemption application is expressly submitted to fulfill Congress' goal in passing Section 333(a) through (c) of the Reform Act. This law directs the Secretary of Transportation to consider whether certain unmanned aircraft systems may operate safely in the NAS before completion of the rulemaking required under Section 332 of the Reform Act. By granting an exemption the FAA will fu lfill Congress's intent of allowing UAS to operate with significant safety precautions in low risk environments. The use of UAS on a construction site can significantly reduce the risk to workers of falls while inspecting, surveying, or monitoring site pro gress. UAS can inspect, photograph, and collect data on hard to get to areas that otherwise would require worker inspection. Additionally, UAS could replace the use of helicopters and small aircraft to monitor sites. The UAS we propose to fly in this appli cation are less than five pounds, and carry no combustible material on board, as opposed to the much larger conventionally powered small aircraft. Shifting to UAS from helicopters presents a marked safety increase for our workers and the public. Lastly, UA S reduce the environmental impact by dramatically decreasing the energy used for aerial imaging and dat a collection over a mission site. Our UAS use rechargeable lithium ion batteries, as opposed to fossil fuels burned in operation of small aircraft that a re many hundreds of times heavier. III. EQUIVALENT LEVEL OF SAFETY SkyHigh proposes that the exemption requested herein apply to civil aircraft that have the characteristics and that operate with the limitations listed herein. These limitations provide for at least an equivalent or even higher level of safety to operations under the current regulatory structure because the proposed operations represent a safety enhancement to the already safe protocols followed on construction sites and imaging and surveyin g operations conducted with helicopters and other conventional aircraft. SkyHigh will be bound by the following limitations when conducting its UAS operations under an FAA issued exemption:1. The UAS will be less than 20 pounds.

2. Flights will be operated within visual line of sight of the pilot. 3. Maximum total flight time for each operational flight will be 20 minutes. The UAS calculates battery reserve in real time, and will return to its ground station with at least 20% batt ery power reserve should that occur prior to the 30 minute limit. 4. Flights will b e operated at an altitude of 250 feet AGL, never exceeding 400 feet AGL. 5. Crew for each operation will consist of the UAS pilot (myself) who will keep the UAS within visual line of sight at all times. As well as a camera operator/observer focusing on photo/video composition, and maintaining the landing area remain clear of unauthorized perso nnel, and communicating with the UAS pilot (myself) as to potential hazards wh ile in flight. 6. The UAS pilot (myself) is trained in flight, operations, and safety procedures. 7. The UAS will only operate within a confined secure area with a safety circumference of 100ft. 8. A briefing will be conducted in regard to the planned UAS operations prior to each day's production activities. It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing. 9. All onsite personnel will consent to the UAS flyover on site by waiver, and the operator will obtain additional verbal or written consent of all persons who will be allowed within 100 feet of the flight operation. 10. The pilot will have been trained in operation of UAS generally and received up

- to

- date info rmation on the particular UAS to be operated. 11. Written and/or oral permission from the relevant property holders will be obtained. 12. All Required permissions and permits will be obtained from territorial, state, county, or city jurisdictions

, including local law enforce, fire, or other appropriate governmental agencies. 13. If the UAS loses communications or loses its GPS signal, it will have capability to return to a pre

- determined location within the Security Perimeter and land. 14. The UAS will have the capability to abort a flight in case of unpredicted obstacle s or emergencies.

**IV. DESCRIPTION OF SPECIFIC REGULA TIONS**  **14 CFR Part 21, Subpart H: A irw**  **orthiness Ce rtificates 14 C.F.R. §91203(a)(1)**  Subpart H, entitled Airworthiness Certificates, 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 SkyHigh, 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 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the particular UAS. My small UAS ’s will be operated at low speed in a controlled environment, at least five miles from an airport and more than three miles from any city or densely populated area. An analysis of these criteria demonstrates that the UAS ope rated 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 (fixed wing or helicopter) operating with an airworthiness certificate without the restrictions and conditions proposed. The UAS to be operated hereunder is less than 10 lbs. fully loaded, carries neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured area as set out in the Manual. Like other civil aircraft, operations under thisexemption will be tightly controlled and monitored by the operator, and under the requirements and in

compliance with local public safety requirements, to provide security for the area of operation as is currently done on active construction sites. The FAA will have advance notice of all operations. These safety enhancements, which already apply to civil aircraft operated in connection with construction sites, provide a greater degree of s afety to the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no credible threat to national s ecurity posed by the UAS, due to its size, speed of operation, location of operation, lack of explosive materials or flammable liquid fuels, and ability to carry an external load no greater than two lbs,

**14 C.F.R. 45.23(b): Marking of the A ircraft**  This re gulation requires certain experimental, provisionally certificated aircraft, or light

- sport category aircraft to be marked with letters between 2 inches and 6 inches high "limited," "restricted," "light

- sport," "experimental," or "provisional," near each e ntrance to a cabin, cockpit, or pilot station. Even though the UAS will have no airworthiness certificate, an exemption may be needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the word "Experimental" can be placed. Gi ven the size of the UAS, two

- inch lettering will be impossible. The word "Experimental" will be placed on the fuselage in compliance with §45.29 (f). The equivalent level of safety will be provided by having the UAS marked on its fuselage as required by §45.29 (f) where the pilot, observer and others working with the UAS will see the identification of the UAS as "Experimental." The FAA has issued the following exemptions to this regulation: Exemptions Nos. 10700, 8738,10167 and 10167A.

**14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command**  Sections 61.113 (a) & (b) limit private pilots to non

- commercial operations. I, Russell Goodridge can achieve an equivalent level of safety as current regulations because my three UAS ’s do not Carry pilots or passengers. The UAS ’s are remotely controlled with no living thing or cargo on board. The area of operation is controlled and restricted, and all flights are pla nned and coordinated in advance. The risks attended to the operation of my UAV’s are so diminished from the risk levels associated with commercial operations contemplated by 14 C.F.R. §61.113 , et seq. Thu s, allowing me to operate my UAS ’s meet and exceed current safety levels in relation to 14 C.F.R § 61.113 (a) & (b).

**14 C.F .R. 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, should this exemption be granted, no FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft and the requirements contained in the Manual for maintenance and use of safety checklists (see appendix A) prior to each flight, equivalent lev el of safety will be provided.

**14 CFR 91.9 (b)(2): Civil aircraft flight manual, marking, and placard requirements** My
UAS ’s, given their 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 flight manual at the ground control point where the pilot flying the UAS will have immediat e access to it. TheFAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737

,

8738,9299,9299A, 9565,9565B, 10167,10167A, 10602,32827, and 10700.

**14 C.F.R. 91.103: Preflight A ction**  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 flight battery requirements, checking tak eoff and landing distances, and all other actions with a Preflight Checklist . These actions will provide an equivalent level of safety.

**14 C.F.R. 91.109: Flight Instruction** Section 91.103 provides that no person may operate a civil aircraft (except a man ned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. By design, UAS and remotely piloted aircraft do not have fully functional dual controls. Flight control is accomplished through the use of a control box that communicates with the aircraft via radio communications. The FAA has previously approved exemptions for aircraft without fully functional dual controls. See Exemption Nos.5778K & 9862A. The equivalent level of safety provided by the fact that neither a pilot nor passengers will be carried in the aircraft, the ability to control the UAS via radio signals from the controller, and by the size and speed of the aircraft.

**14 C.F. R. 91.119: Minimum Safe Al**  **titudes** Section 91.119 establishes safe altitudes for operation of civil aircraft. Section 91.119 (d) allows helicopters to be operated at less than the minimums prescribed, provided the person operating the helicopter complies with any route or altitude s prescribed for helicopters by the FAA. This exemption is for a multirotor craft that flies similarly to a helicopter, with vertical take off and vertical landing, which will typic ally operate at altitudes of 250 AGL, so an exemption may be needed to allo w such operations. The UAS will never operate at altitude higher than 400 AGL and will be in a restricted area with security perimeter, where buildings and people will not be exposed to operations without their pre

- obtained consent. The equivalent level o f safety will be achieved given the size, weight, speed of the UAS as well as the location where it is operated. No flight will be taken without the permission of the property owner or local officials. Because of the advance notice to the property owner an d any onsite personnel as outlined in the Manual, all affected individuals will be aware of the planned flight operations. Compared to flight operations with aircraft or rotorcraft weighting far more than the maximum 10 lbs. proposed herein and carrying fl ammable fuel, any risk associated with our operations is far less than those presently presented with helicopters and other conventional aircraft operating at or below 500 AGL in the construction industry. In addition, the low

- altitude operations of the UA S will ensure separation between these small

- UAS operations and the operations of conventional aircraft that must comply with Section 91.119.

**14 C.F.R. 91.121: A ltimeter Settings**  This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set "...to the elevation of the departure airport or an appropriate altimeter setting available before departure." As the UAS may not have a barometric altimeter, but instead a GPS altitude read out, a n exemption may be needed. An equivalent level of safety will be achieved by the operator, pursuant to the Manual and SafetyCheck list, confirming the altitude of the launch site shown on the GPS altitude indicator before

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. Our UAS is limited to operations in sterile and controlled environments, and has a limited range and flight time which require an exemption from 14 CFR 91.151(a). The battery powering the UAS provides approximately 22 minutes of powered flight. To meet the 18 minute reserve requirement in 14 CFR §91.151, UAS flights would be limited to approximately 8 minutes in length. Given the limitations on the UAS's proposed flight area and the location of its proposed operations within a predetermined area, a longer time frame for flight in daylight or night VFR conditions is reasonable. SkyHigh believes that an exemption from 14 CFR §91.151 (a) falls within the scope of prior exemptions. See Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with FAR 91.151 (a)). Operating the small UAS, in a tightly controlled area where only people and property owners or off icial representatives who have signed waivers will be allowed, with less than 30 minutes of reserve fuel, does not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Additionally, limiting UAS flights to 8 minutes would greatly reduce the utility for which the exemption will be granted. An equivalent level of safety can be achieved by limiting flights to 20 minutes, or enough battery reserve to ensure that the UAS lands at the ground station with at least 20% of battery power (as determined by the onboard monitoring system and the pilot), whichever happens first. This restriction would be more than adequate to return the UAS to its pl anned landing zone from anywhere in its limited operating area. Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745,10673, and 10808.

**14 CFR 91.203 (a)** & **(b): Carry ing civil aircraft certification and registration**  Th e regulation provides in part: (a) Except as provided in § 91.715, no person may operate a civil aircraft unless it has within it the following: (1) An appropriate and current airworthiness certificate. ... (b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew. The UAS fully loaded weighs no more t han 10 lbs 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 gr ound flight control point where the pilot flying the UAS will have immediate access to them, to the extent they are applicable to the UAS. The FAA has issued numerous exemptions to this regulation. A representative sample of other exceptions includes Exemp tion Nos. 9565,9665,9789,9789A, 9797,9797A, 9816A, and 10700. **14 CFR 91.405 (a); 407 (a)(1); 409 (a)(2); 417 (a) & (b): Maintenance inspections** These regulations require that an aircraft operator or owner "shall have that aircraft inspected

as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 ofthis chapter...," and others shall inspect or maintain the aircraft i n compliance with Part 43.

Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, these se ctions will not apply to SkyHigh . Maintenance will be accomplished by the operator (myself) pursuant to the operating handbook. An equivalent level of safety will be achieved because these small UASs are very 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 immediat ely and will be operating from no higher than 400 feet AGL. T he operator (myself) will ensure that the UAS is in working order prior to initiating flight, perform required maintenance, and keep a log of any maintenance performed. Moreover, the operator (my self) is the person most familiar with the aircraft and best suited to maintain the aircraft in an airworthy condition to provide the equivalent level of safety. Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federa l Register, should it be determined that publication is needed: Applicant seeks an exemption from the following rules: 14 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 C.F.R. §§ 61.113( a) & (b);91.7(a); 91.9 (b) (2);91.103(b);91.109; 91.119; 91.121; 91.15l (a);91.203(a) and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercial ly a small unmanned vehicle (55 l bs or less) in construction operations. Approval of exemptions allowing commercial operations of UA S in the real estate industry enhances safety while reducing risk. Manned aircraft monitoring and surveying creates a greater risk because the craft are much larger, have combustible fuel, and carry an onboard human pilot. In contrast, a UAS weighing fewer than 10 lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The UAS will carry no passengers or crew and, therefore, will not expose them to the risks associated with ma nned aircraft flights. The operation of small UASs, weighting less than 10 lbs., conducted in the strict conditions outlined above, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, including exempting the applicant from the requirements of Part 21 and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a sterile environment and, as a result, are far safer than conventional operations conducted with turbine helicopters operating in close proximity to the ground and people.

**Privacy**

All flights will occur over private or controlled access property with the property owner's prior consent and knowledge. Images taken will be of individuals who have also consented to being filmed or otherwise have agreed to be in the area where aerial photography will take place. Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012

— size, weight, speed, operating capabilities, proximity to airports and populated areas and operation within visual line of sight and national securit y

- provide more than adequate justification for the grant of the requested exemptions allowing commercial operation of applicant's UAS ' s in real estate , construction, crop monitoring, and aerial survey industry. **Sincerely, Russell D. Goodridge**  **Founder /Owner**  **SkyHigh Media Creative**  **L.L.C**Appendix

– A

**DJI Phantom 2 Vision Plus Preflight Checklist**

1. Check status of smart flight battery, RC controller, Range Extender and mobile/tablet 2. Remove gimbal brace lock and camera lens 3. **Initialize the equipment in the following sequential order** :

a. RC Controller (ensure 2 beeps for 800m range) b. DJI P2V+ smart battery

c. Range Extender d. Wifi on and acquired by iPad or iPhone

e. GPS on iPad or iPhone to establish Return To Home point
4. Enter DJI Vision App 5. Calibrate Compass of DJI P2V+ a. Move S1 switch 5 times, indication is fixed yellow light b. Rotate horizontally, indication is fixed green light c. Rotate vertically, indication is normal flashing lights 6. Check the GPS status of P2V+ (flashing green lights of rear LEDs), green lights of RC transmitter and range extender 7. Check the location of aircraft in ‘Flight Radar’ 8. Check the location of P2V+ in ‘Find my Phantom’ and ensure that blue and red dots are on the same current location [blue: pilot location ,red: aircraft location]; This will ensure that in case of Fail safe mode being activated in the aircraft it will r eturn to home point

9

. Confirm number of GPS Satellites (must be greater than 6) 11. Ensure the antenna of RC controller being perpendicular to ground (pointing upwards) 12. DJI P2v+ is ready to take

- off

.Appendix

-B

DJI Phantom 3 Preflight Checklist

1. **Preflight Checklist** • Ensure all motor shafts spin freely without binding and no free play in shaft. Check condition of propellers, Attach props, Ensure props are snug • Camera Check, Verify SD card is in camera Remove Lens cover and gimbal lock • Insert Battery, check charge level • Place Phantom on level ground • Turn on transmitter, listen for two beep s. Ensure power LED is sold green Ensure both switches are fully up. IOC=Off, Flight Mode=GPS Turn on WiFi Extender, Check power indicator LED is solid green wait 30 seconds, check system indicator LED is flashing green • Turn on Phantom Listen for normal startup audio sequence Watch Phantom LED startup sequence for abnormal indications (see manual section 3.3 for normal and abnormal status indicators) Watch gimbal startup to verify function Check camera LED indicator. Should be solid green. (see manual sec tion 3.5 for camera status indicators) • Connect phone to WiFi extender or verify it auto connected. Enable Do

- Not

- Disturb mode to prevent call and texts during flight. (Do not silence phone audio) Launch Vision app, go to settings and verify FPV mode is o ff (or on) according to preference go to Camera and verify connection to Phantom, no on screen errors or warnings Verify camera picture and pitch control Verify WiFi signal strength indicator and SD card indicator Check reported WiFi extender battery level Check reported phantom battery level • Calibrate Compass if needed. (see compass calibration procedure) • Return Phantom to level ground at launching point • Plan your flight. Where are you going? How will you get there? Check that the flying area is free of people and obstructions • In Vision App, Check Phantom GPS Satellite lock, Wait for => 7 satellites Verify reported location matches current location, Swipe to ground station and zoom in, verify location shown is actual location • Verify transmitter fl ight mode switch and IOC switch are both fully up, or set to desired mode.• Verify Phantom battery level again • Set countdown timer on phone to desired safe flight time and start timer Return to Vision App • Check that the flying area is free of people and obstructions • Start Motors, Ensure all motors start with no abnormal sounds or vibrations
• Start Recording

Ready to launch, Fly SafeAppendix

- C

DJIInspire 1 Maintenance Manual

INSPIRE 1 I. Checking the Battery 1. Check the battery for damage and deformities. If there are any signs of damage to the battery, stop using it and discharge the battery to 10% or below for disposal. Do not disassemble the battery for any

reason. 2. Check the battery pins and rub them c lean with an eraser if any residue is observed. This will help to ensure a more reliable connection. 3. Check the metal battery power connectors for damage. If the connectors appear burnt, try to clear them. This can be done by inserting a piece of sandpa per (1mm thick) into the connectors to polish the metal. 4. Check the contact pins in the battery compartment to ensure that the pins are clear. They should be able to establish easy contact with the battery connectors and should not be bent. 5. Check th e electrodes on the battery. If they appear burnt, polish them with sandpaper. If there is serious erosion, send the battery in for repairs. 6. Check the plastic components of the battery bracket to see it is in good condition and that all screws are

secu re. This prevents the battery from becoming loose during flight. 7. Check the power cables between the arms and the center plate, if the cables are worn, contact DJI to arrange repairs. 8. For long term storage, please refer to the “Intelligent Flight Ba ttery Safety Guidelines” and check the battery once a month to prevent the battery cell from being damaged. 9. Run the DJI Pilot App to confirm that all battery cells are at similar voltage levels and stay at the same level when the battery is fully charg ed. If all cells maintain voltage levels above 3.7V but any cell is 0.2V higher or lower than the others, contact DJIfor analysis. You can also check the battery cell warning history. If any warning are reported, contact DJI

. II. Checking the Transformation System 1. Check the servomotor cables for wear. Also confirm that the connection points are still in good condition. 2. Check the lead screws and contact DJI Support to arrange repairs if any bending or damage is discovered. Clean the lead screws with WD

-40 spray if they show signs of rust. 3. Listen to the servomotors during the transformation, if there is abnormal noise, it may indicate that the
servomotors worn. 4. After the landing gear rises, check the lead screws and bearings. If any dirt or dust is found, clean and grease the bearings. 5. Check the lead screws. If there is any scratches, dents, or plastic particles underneath them, contact DJI Support to arrange repairs. III. Checking the Aircraft 1. Confirm that all the screws are still adequately tightened. 2. Check the aircraft for breaks or damage. If there is any reason to believe that detectable damage might affect flight safety, consult with DJI Support. 3. Check the carbon tubes of the arms for damage. 4. Check the dampers on the landing gears. If they are loose, secure them with 502 glue. 5. Ensure that there are no obstacles on or around the GPS module or around the antennas on the landing gear. Remove any obstacles (such as tapes with conductive material) that might affect or b lock the signal.6. Check that the right and left landing gear rest at the same tilt angle.

To ensure that your aircraft continues to offer optimal performance and to ensure flight safety, it is recommended that comprehensive maintenance be performed after every 200 flights or 50 flight hours. This manual is intend to help users maintain their aircraft and maximize its continued reliability.

IV . Checking the Motors 1. Check the rotors to confirm that they have not become loose. 2. Detach the propellers and start the motors. Listen carefully. If there is any abnormal noise, please replace the motors. This may be a sign that the bearings have been worn out. 3. Detach the propellers and start the motors. Carefully examine the edge of the rotor and confirm that the shaft is perfectly centered on the motor. Check for any abnormal or excessive vibration. If any problems are detected, contact DJI Support to order replacement motors. 4. Check for deformities by confirming that the gap between the motor and motor base is even. If not contact DJI Support to order replacement motors. 5. Ensure that the screws used to secure the motor base are tight and the plastic components around the motors are in good condition. If not please tighten the screws and contact DJI to repair any broken plastic components.

V. Checking the Propellers 1. Check the propellers. If there is any bending, breakage or cracking on a propeller, do not use it. 2. Attach the propeller to the motor, turn on the aircraft, and place it on the ground. Stand 1 meter away from the aircraft and observe the rotating propellers. If you can see two distinct propeller outline layers, when looking at a spinning propeller from the side, this propeller is damaged and should not be used. VI . Checking the IMU 1. Open DJI Pilot app to check the condition of the IMU and perform an advanced IMU calibration. Please place the aircraft in a cool environment and on a flat, stable surface (if the landing gear is damaged, support the aircraft with four objects of equal height). Do not touch the craft during the calibration. 2. Turn on the aircraft and listen for any abnormal noise or vibration from the fan located on the front of the aircraft. If any irregularity is detected, replace the fan. VII. Checking the Control and Video Transmission System 1. Check the 4 antennas on the landing gear to ensure that they are secure. Also check for any bending or damage. 2. Check the antennas of the remote controller for damage 3. Check the neck strap for damage or wear, replace if necessary. VIII. Checking the Gimbal and Camera 1. The quick

-mount connector for the camera is a particularly vulnerable component. If the gimbal fails to initialize when turned on, fails to work after initialization, or fails to transmit video to the app (while OSD data is displayed), the quick

-mount connector may be worn. In this case, replace the rubber mat, circuit board, and/or connector on the gimbal quick

- mount. 2. Check the metal contacts on the quick mount connector board, if any contact is bent, replace the quick

mount connector. 3. Check the contact pins on the quick

-mount connector board, if there is any dirt, rub it clean with an

era ser. If any contact pins are worn out it should be replaced. 4. Confirm that the gimbal is able to properly stabilize itself. If its stabilizing performance deteriorates, contact DJI to arrange repairs. 5. Listen for any abnormal noise from the fan when the gimbal is turned on. This may indicate unusual vibration and the fan should be replaced.IX . Checking the Vision Positioning System

1. Check the lens of the camera. If any dirt or residue is detected, gently clean the lens. 2. Check for and remove objects that might block the sensors. 3. Ensure that the Vision Positioning System is securely installed on the aircraft. 4. Detach the propellers and turn on the aircraft. Hold the aircraft 1

- 2 meters above a surface with rich patterns, under good lighting conditions. Change the Flight Mode switch to P Mode on the controller and check the DJI Pilot app. If the app displays an altitude value and indicates that P

- OPTI mode is active, the Vision Positioning System should function normally.Appendix D

**PRE**

**- LOCA** 

**TION**

o Check weather

o Check flight restriction zones o Charge batteries for: **A: Inspire aircraft**  **B: remote controller**  **C: iPad or iPhone**  o Confirm firmware current o Check IMU Calibration .99

- 1.01 o Calibrate your IMU if readings are off o Confirm RC

-AC link and “Master” mode o SD card cleared o Load Case o SD Card o Card Reader o Batteries o Charger and cables o iPad and cables

o iPad or iPhone sun h ood o Radio controller properly secure in ca se
o Inspire Aircraft properly secure in case o Props **ON LOCA**

**TION**

o Briefing with all personnel involved directly with flight o Check weather o W ind 20 mph or less o Temp 40 degrees or more o Choose take off and lan ding zone o Plan flight route o Put phone and tablet in a irplane mode o Close ALL apps on iPhone or iPad o Physical inspection of AC and RC o Confirm all RC switches are safe o Power on RC o Power on AC

o Landing gear out of travel mode and confirm down o Power off AC o Power off RC o Insta ll SD card o Install correct filters

o Install camera o Inspect props if

damaged, replace before flight o Install props

o Install prop locks verify secure

o Conf irm all RC switches are safe o Power on RC o Power on ACo Load Pilot app

o Properly position a ntennae

o Conf irm good RC

-AC connection o Set max altitude if needed o Calibrate compass o Set IOC if needed o Set Fail Safe Height o Check IMU Calibration .99

- 1.01 o Calibrate your IMU if readings are off o Verify flight m ode P/A/F o Confirm stick mode 2 o Set video channel to auto o Set gimbal mode o Confirm camera settin gs o Take and view test photo o Confirm GPS lock with 6 or more satellites o Confirm correct RC and AC positions in satellite map s creen o Record R eturn T o H ome point

**Before Takeoff Safety check**  o All battery levels fully charged o Bystanders advised of impending flight and clear of takeoff area o Overhead obstacles noted o Record flight start time o Power motors to warm up

**Liftoff to 6ft hover**  o Check for steady hover o Check ascent and descent o Check yaw o Check forward and backward o Check roll o Landing gear confirm up

**LA NDING**  o Safety check o La nding zone clear of bystanders, confirmed by observe r o Lower landing gear o Land Aircraft o Motors off o Stop vide o recording o A ircraft off o R adio control off

o i Phone and iPad out of Airplane Mode o Record flight stop time o Complete flight logIntentionally left b lank