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 License 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 and 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 companies, 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 known 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 act 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 safety protocols followed by SkyHigh 

Media Creative at each one of its mission sites. 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. Accordingly, I respectfully request that 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 Creative LLC

Russell Daniel Goodridge

Address: 327 Sabal Springs Court, Debary Florida, 32713

PH: 386-753-1293

Email: rgoodridge@comcast.net
Regulations 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)

14C.F.R.417(a)&(b)

I. STATUTORY AUTHORITY FOR EXEMPTIONS

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

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

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

certificate.

The Administrator may grant an exemption from 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 operate

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

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

to airports

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 conditions at a 

speed of no more than 43 knots and have the capability to hover, and move in the vertical and 

horizontal plane simultaneously. The UAS will operate 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 within 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 safety surrounding the

proposed operations, and the significant public benefit, including enhanced safety, the grant of

the requested exemptions is in the public 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 fulfill 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 progress. 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 application 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, UAS reduce the environmental impact by dramatically decreasing the energy used for

aerial imaging and data collection over a mission site. Our UAS use rechargeable lithium ion batteries, as 

opposed to fossil fuels burned in operation of small aircraft that are 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 surveying 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% battery

power reserve should that occur prior to the 30 minute limit.

4. Flights will be 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 personnel, and 

communicating with the UAS pilot (myself) as to potential hazards while 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

information 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 obstacles or emergencies. 

IV. DESCRIPTION OF SPECIFIC REGULATIONS

14 CFR Part 21, Subpart H: Airworthiness Certificates 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 operated without an airworthiness certificate, in the restricted

environment and under the conditions proposed will be at least as safe, or safer, than a

conventional aircraft (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 this
exemption 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 safety 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 security 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 Aircraft

This regulation 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 entrance 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. Given 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 planned 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. Thus, 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 level of safety will be 

provided.

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

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 immediate access to it. The 
FAA 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 Action

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

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

preflight actions, including checking for weather conditions, checking flight battery

requirements, checking takeoff 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 manned 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 Altitudes

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 altitudes 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 typically operate at altitudes of 250 AGL, so an exemption

may be needed to allow 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 of 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 and 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 flammable 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 UAS 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: Altimeter 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, an exemption may be needed. An

equivalent level of safety will be achieved by the operator, pursuant to the Manual and Safety
Check 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 official 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 planned 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): Carrying civil aircraft certification and registration

The 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 than 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 ground 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 Exemption 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 of
this chapter...," and others shall inspect or maintain the aircraft in compliance with Part 43.

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

these sections 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 immediately and will be operating 

from no higher

than 400 feet AGL. The 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 (myself) 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 Federal 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 commercially a small unmanned vehicle (55 lbs or less) in construction operations.

Approval of exemptions allowing commercial operations of UAS 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 manned 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 security - 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 Failsafe mode 

being activated in the aircraft it will return 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 beeps. 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 section 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 off (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 flight 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 Safe 
Appendix- C 

 DJI Inspire 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 clean 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 sandpaper (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 the 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 

secure. 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 Battery 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 charged. 

If all cells maintain voltage levels above 3.7V but any cell is 0.2V higher or lower than the others, contact 

DJI for 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 block 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 quickmount connector. 

3. Check the contact pins on the quick-mount connector board, if there is any dirt, rub it clean with an 

eraser. 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-LOCATION

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 hood

o Radio controller properly secure in case

o Inspire Aircraft properly secure in case

o Props

 ON LOCATION

o Briefing with all personnel involved directly with flight 

o Check weather

o Wind 20 mph or less

o Temp 40 degrees or more

o Choose take off and landing zone

o Plan flight route

o Put phone and tablet in airplane 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 Install 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 Confirm all RC switches are safe

o Power on RC

o Power on AC
o Load Pilot app

o Properly position antennae

o Confirm 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 mode P/A/F

o Confirm stick mode 2

o Set video channel to auto

o Set gimbal mode

o Confirm camera settings

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 screen

o Record Return To Home 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 

LANDING

o Safety check

o Landing zone clear of bystanders, confirmed by observer

o Lower landing gear

o Land Aircraft

o Motors off

o Stop video recording

o Aircraft off

o Radio control off

o iPhone and iPad out of Airplane Mode

o Record flight stop time

o Complete flight log
 

 

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