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SkyHound LLP.

101 Sky Flower Circle

Daytona Beach, FL 32117

(862) 214-1247

Owners and operators are as followed:

(Henze Gustave; Koree Dusenbury; Alain Desnoyers; Joshua Lorenzo; Mackynzie Woodform; Jacob Yates; 

Joshua Pye)

Dear Sir or Madam:

In pursuit of Section 333 of the FAA Modernization and Reform Act of 2012, and 14 C.F.R Part 11, the 

individuals listed above have obtained substantial learning and training from Embry-Riddle Aeronautical 

University and are now in pursuit of obtaining an exemption from the Federal Aviation Regulations 

(FARs) listed below to allow operation of our Small Unmanned Aircraft System (sUAS) for commercial 

use in the National Airspace (NAS) regulated by the FAA as long as such operations are conducted within 

and under the conditions outlined and required by Section 333. 

The requested exemption would permit the above individuals exemption to pursue commercial interest 

in providing various services to clients using a sUAV. Such areas of commercial interest includes but not 

limited to: Marine Life, Animal Wildlife, Real Estate, Marketing, Land Management/Surveying, 

Agriculture, Construction and Product Distribution. All flights conducted by the operators listed above 

will occur over private or controlled property with the consent of the property owner and others that 

may be within the UAS’ radius during it’s’ operation.

All operators has demonstrated safe operations and effective flying using various sUAV systems. Our 

primary sUAV for operations will be a Blade Chroma system for all commercial and private purposes. 

The operators comply with local ordinances and laws regarding the proper use of sUAV and adheres to 

all weather and environmental limitations and restrictions in reference to our operations. We are aware 

of state and local laws regarding privacy and we will adhere to all. 

SkyHound LLP. , is seeking the exemption because we are committed with complying and to adhere to 

all the rules, guidelines, limitation, and possible future legislation set by the FAA. We agree to properly 

follow and conduct all operations in the manner described above and for the purposes we have set 

forth. Without the exemption being granted, we would not be able to properly, effectively and safely 

execute our business process or model. Our intention is to comply with the FAA and obtain the proper 

exemption in order to become a pioneer in this new and thriving industry. We also believe the safe and 

proper use of sUAV will enable the best perception by the public for a safe transition into this new 

innovative industry. 

The following contains a list of regulations from which we are seeking exempt from, and a list of 

responsibilities we will assume as operators. We’ve also included information about the aircraft, benefit 

and safety features.
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Regulations from which exemption is requested: 

14 C.F.R. 45.23: Identification and registration markings

Each operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter 

“N” (denoting United States registration) followed by the registration number of the aircraft. Each letter 

used in the marks displayed must also be a Roman capital letter. When marks include only the Roman 

capital letter “N” and the registration number is displayed on limited, restricted or light-sport category 

aircraft or experimental or provisionally certificated aircraft, the operator must also display on that 

aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor 

more than 6 inches high, the words “limited,” “restricted,” “light-sport,” “experimental,” or 

“provisional,” as applicable. 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 sUAV, two-inch lettering will be impossible. The 

equivalent level of safety will be provided by having the sUAV marked on its fuselage as required by 

§45.29 (f) where the pilot, observer and others working with the sUAV will see the identification of the 

UAS as “Experimental.” 

14 C.F.R. 61.113: PRIVATE PILOT PRIVILEGES AND LIMITATIONS: PILOT IN COMMAND

Sub-sections 61.113(a) limit private pilots to non-commercial operations. The UAS will not carry a pilot 

or passengers, the proposed operations can achieve the equivalent level of safety of current operations 

by requiring the PIC operating the aircraft to have a private pilot's license rather than a commercial 

pilot's license to operate this small UAS. Unlike a conventional aircraft that carries the pilot and 

passengers, the UAS is remotely controlled with no living thing on board. All safety precautions are 

followed in order to ensure safe flights.

14 C.F.R. 91.7(a) CIVIL AIRCRAFT AIRWORTHINESS

Exemption # 11313 previously determined that a Blade Chroma should not be required to have an 

airworthiness certificate based upon the authority of Section 333 of the FAA Modernization and Reform 

Act of 2012.

14 C.F.R. 91.9(b) Civil Aircraft Flight Manual in the Aircraft

No person may operate a civil aircraft without complying with the operating limitations specified in the 

approved Airplane or Rotorcraft Flight Manual, markings, placards, or as otherwise prescribed by the 

certificating authority of the country of registry. No person may operate a U.S.-registered civil aircraft

unless there is an available, in the aircraft, current and approved Airplane or Rotorcraft Flight Manual or 

the manual provided for in §121.141(b). No person may operate a U.S.-registered civil aircraft unless 

that aircraft is identified in accordance with part 45. The sUAV, given its size and configuration has no 

ability or place to carry such a flight manual on the aircraft, not only because there is no pilot on board, 

but because there is no room or capacity to carry such an item on the aircraft. The equivalent level of 

safety for sUAS operations will be by keeping the flight manual at the ground control where the PIC will
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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. 91.109: Flight Instruction

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. However, instrument flight instruction 

may be given in an airplane that is equipped with a single, functioning throw-over control wheel that 

controls the elevator and ailerons, in place of fixed, dual controls, if and only if, the instructor has 

determined that the flight can be conducted safely and the person manipulating the controls has at least 

a private pilot certificate with appropriate category and class ratings. An airplane equipped with a single, 

functioning throw-over control wheel that controls the elevator and ailerons, in place of fixed, dual 

controls may be used for flight instruction to conduct a flight review required by, or to obtain recent 

flight experience or an instrument proficiency check required by §61.57, when— (1) The airplane is 

equipped with operable rudder pedals at both pilot stations; (2) The pilot manipulating the controls is 

qualified to serve and serves as pilot in command during the entire flight; (3) The instructor is current 

and qualified to serve as pilot in command of the airplane, meets the requirements of §61.195(b), and 

has logged at least 25 hours of pilot-in-command flight time in the make and model of airplane; and (4) 

The pilot in command and the instructor have determined the flight can be conducted safely. (c) No 

person may operate a civil aircraft in simulated instrument flight unless— (1) The other control seat is 

occupied by a safety pilot who possesses at least a private pilot certificate with category and class 

ratings appropriate to the aircraft being flown. (2) The safety pilot has adequate vision forward and to 

each side of the aircraft, or a competent observer in the aircraft adequately supplements the vision of 

the safety pilot; and (3) Except in the case of lighter-than-air aircraft, that aircraft is equipped with fully 

functioning dual controls. However, simulated instrument flight may be conducted in a single-engine 

airplane, equipped with a single, functioning, throw over control wheel, in place of fixed, dual controls 

of the elevator and ailerons, when— (i) The safety pilot has determined that the flight can be conducted 

safely; and (ii) The person manipulating the controls has at least a private pilot certificate with 

appropriate category and class ratings. (d) No person may operate a civil aircraft that is being used for a 

flight test for an airline transport pilot certificate or a class or type rating on that certificate, or for a part 

121 proficiency flight test, unless the pilot seated at the controls, other than the pilot being checked, is 

fully qualified to act as pilot in command of the aircraft. Section 91.109 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. sUAVs’ and remotely piloted aircraft, by their design 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 frequency communications. The FAA has approved exemptions 

for flight training without fully functional dual controls for a number of aircraft and for flight instruction 

in experimental aircraft (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 and by the size and speed of the 

aircraft, flight training may be conducted safely.
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14 C.F.R. 91.119: MINIMUM SAFE ALTITUDES

Section 91.119 establishes safe altitudes for operation of civil aircraft. This 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. With the lack of flammable fuel, any 

risk associated with these operations is far less than those presently presented with conventional 

aircraft operating at or below 500 AGL. 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 sUAV 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 user’s manual. Each person operating an aircraft shall maintain the cruising

altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set. When 

operating below 18,000 feet MSL, the current reported altimeter setting of a station along the route and 

within 100 nautical miles of the aircraft shall be used. If there is no station within the area the current

reported altimeter setting of an appropriate available station; or, in the case of an aircraft not equipped 

with a radio, the elevation of the departure airport or an appropriate altimeter setting available before 

departure; or at or above 18,000 feet MSL, to 29.92ʺ Hg. The lowest usable flight level is determined by 

the atmospheric pressure in the area of operation as shown in the following table:

Current altimeter setting Lowest usable flight level

29.92 (or higher) 180

29.91 through 29.42 185

29.41 through 28.92 190

28.91 through 28.42 195

28.41 through 27.92 200

27.91 through 27.42 205

27.41 through 26.92 210

To convert minimum altitude prescribed under §§91.119 and 91.177 to the minimum flight level, the 

pilot shall take the flight level equivalent of the minimum altitude in feet and add the appropriate 

number of feet specified below, according to the current reported altimeter setting:

Current altimeter setting Adjustment factor

29.92 (or higher) None

29.91 through 29.42 500

29.41 through 28.92 1,000

28.91 through 28.42 1,500

28.41 through 27.92 2,000

27.91 through 27.42 2,500

27.41 through 26.92 3,000
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14 C.F.R. 91.151(a): FUEL REQUIREMENTS FOR FLIGHT IN VFR CONDITIONS

Section 91.151 prohibits an individual from beginning "a flight in an airplane under VFR conditions 

unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of 

intended landing, and, assuming normal cruising speed - (1) During the day, to fly after that for at least 

30 minutes; or (2) At night, to fly after that for at least 45 minutes."

14 C.F.R. 91.203(a) & (b): Civil aircraft: Certifications required

Except as provided in §91.715, no person may operate a civil aircraft unless it has within it the following: 

An appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used must have 

on it the registration number assigned to the aircraft under part 47. However, the airworthiness 

certificate need not have on it an assigned special identification number before 10 days after that 

number is first affixed to the aircraft. A revised airworthiness certificate having on it an assigned special 

identification number, which has been affixed to an aircraft, may only be obtained upon application to 

an FAA Flight Standards district office. An effective U.S. registration certificate is issued to its owner or, 

for operation within the United States, the second copy of the Aircraft registration Application, or a 

registration certification issued under the laws of a foreign country. No person may operate a civil 

aircraft unless the airworthiness certificate required is displayed at the cabin or cockpit entrance so that 

it is legible to passengers or crew. No person may operate an aircraft with a fuel tank installed within the 

passenger compartment or a baggage compartment unless the installation was accomplished pursuant 

to part 43, and a copy of FAA Form 337 authorizing that installation is on board the aircraft. No person 

may operate a civil airplane (domestic or foreign) into or out of an airport in the United States unless it 

complies with the fuel venting and exhaust emissions requirements of part 34. The UAS fully loaded 

weighs no more than 55 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 sUAV. An equivalent 

level of safety will be achieved by keeping these documents at the ground control point where the pilot 

flying the sUAV will have immediate access to them. 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 C.F.R. 91.401 - 91.417 Maintenance records

Except for work performed in accordance with §§91.411 and 91.413, each registered owner or operator 

shall keep the following records for the periods specified: (1) Records of the maintenance, preventive 

maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or 

approved inspections for each aircraft. This includes the airframe and each engine, propeller, rotor, and 

appliance of an aircraft. The records must include a description (or reference to data acceptable to the 

Administrator) of the work performed, the date of completion of the work performed, and the 

signature, and certificate number of the person approving the aircraft for return to service. Records 

must contain the following information; the total time in service of the airframe, each engine, each

propeller, and each rotor. The current status of life for parts of each airframe, engine, propeller, rotor, 

and appliance. Also, the time since last overhaul of all items installed on the aircraft which are required 

to be overhauled on a specified time basis. The current inspection status of the aircraft, including the 
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time since the last inspection required by the inspection program under which the aircraft and its 

appliances are maintained. The current status of applicable airworthiness directives (AD) and safety 

directives including, for each, the method of compliance, the AD or safety directive number and revision 

date. If the AD or safety directive involves recurring action, the time and date when the next action is 

required. Must have copies of the forms prescribed by §43.9(d) for each major alteration to the airframe 

and currently installed engines, rotors, propellers, and appliances. The owner or operator shall retain 

the following records for the periods prescribed above. If an owner or operator decides to sell the sUAV, 

all records shall be retained and transferred with the aircraft at the time the aircraft is sold. A list of 

defects furnished to a registered owner or operator under §43.11 shall be retained until the defects are 

repaired and the aircraft is approved for return to service. The owner or operator shall make all 

maintenance records required to be kept by this section available for inspection by the Administrator or 

any authorized representative of the National Transportation Safety Board (NTSB). Additionally, the 

owner or operator shall present Form 337 described above for inspection upon request of any law 

enforcement officer. When a fuel tank is installed within the passenger compartment or a baggage 

compartment pursuant to part 43, a copy of FAA Form 337 shall be kept on board the modified aircraft 

by the owner or operator. These regulations require that an aircraft operator or owner “shall have that 

aircraft inspected and shall, between required inspections, 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 the sUAV. An equivalent level of safety will be achieved because these sUAV’s 

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. As provided in the Manual, the operator will ensure that the sUAV is in 

working order prior to initiating flight, perform required maintenance, and keep a log of any 

maintenance performed. Moreover, the operator 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.

WE ASSUME THE FOLLOWING RESPONSIBILITIES

1. Operations authorized by this grant of exemption are limited to the Blade Chroma when weighing less 

than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition 

or a petition to amend this exemption. 

2. Operations for the purpose of closed-set motion picture and television filming are not permitted. 

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption 

holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot 

speed restriction. In no case will the UA be operated at airspeeds greater than the maximum UA 

operating airspeed recommended by the aircraft manufacturer. 

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude 

must be reported in feet AGL. 

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC 

to be able to use human vision unaided by any device other than corrective lenses, as specified on the 

PIC’s FAA-issued airman medical certificate or U.S. driver’s license. 
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6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of 

sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long 

as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all 

times; electronic messaging or texting is not permitted during flight operations. The PIC must be 

designated before the flight and cannot transfer his or her designation for the duration of the flight. The 

PIC must ensure that the VO can perform the duties required of the VO. 

7. This exemption and all documents needed to operate the UAS and conduct its operations in 

accordance with the conditions and limitations stated in this grant of exemption, are hereinafter 

referred to as the operating documents. The operating documents must be accessible during UAS 

operations and made available to the Administrator upon request. If a discrepancy exists between the 

conditions and 4 limitations in this exemption and the procedures outlined in the operating documents, 

the conditions and limitations herein take precedence and must be followed. Otherwise, the operator 

must follow the procedures as outlined in its operating documents. The operator may update or revise 

its operating documents. It is the operator’s responsibility to track such revisions and present updated 

and revised documents to the Administrator or any law enforcement official upon request. The operator 

must also present updated and revised documents if it petitions for extension or amendment to this 

grant of exemption. If the operator determines that any update or revision would affect the basis upon 

which the FAA granted this exemption, then the operator must petition for an amendment to its grant 

of exemption. The FAA’s UAS Integration Office (AFS−80) may be contacted if quesons arise regarding 

updates or revisions to the operating documents. 

8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight 

characteristics, e.g., replacement of a flight critical component, must undergo a functional test flight 

prior to conducting further operations under this exemption. Functional test flights may only be 

conducted by a PIC with a VO and must remain at least 500 feet from other people. The functional test 

flight must be conducted in such a manner so as to not pose an undue hazard to persons and property. 

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it is in a condition 

for safe operation. 

10. Prior to each flight, the PIC must conduct a pre-flight inspection and determine the UAS is in a 

condition for safe flight. The pre-flight inspection must account for all potential discrepancies, e.g., 

inoperable components, items, or equipment. If the inspection reveals a condition that affects the safe 

operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has 

been performed and the UAS is found to be in a condition for safe flight. 

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, 

and life limit requirements for the aircraft and aircraft components. 

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins. 

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, 

recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or 

a valid U.S. driver’s license issued by a state, the District of Columbia, Puerto Rico, a territory, a 

possession, or the Federal government. The PIC must also meet the flight review requirements specified 

in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate. 5 
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14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely 

operate the UAS in a manner consistent with how the UAS will be operated under this exemption, 

including evasive and emergency maneuvers and maintaining appropriate distances from persons, 

vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner 

consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs 

(training, proficiency, and experience-building) and determining the PIC’s ability to safely operate the 

UAS in a manner consistent with how the UAS will be operated under this exemption are permitted 

under the terms of this exemption. However, training operations may only be conducted during 

dedicated training sessions. During training, proficiency, and experience-building flights, all persons not 

essential for flight operations are considered nonparticipants, and the PIC must operate the UA with 

appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must 

be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules 

(SVFR) are not authorized. 

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the 

current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the 

airport symbol as denoted on the current FAA-published aeronautical chart, unless a letter of agreement 

with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption 

holder. The letter of agreement with the airport management must be made available to the 

Administrator or any law enforcement official upon request. 

17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a 

cloud or when visibility is less than 3 statute miles from the PIC. 

18. If the UAS loses communications or loses its GPS signal, the UA must return to a pre-determined 

location within the private or controlled-access property. 

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies. 

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather 

conditions) there is enough available power for the UA to conduct the intended operation and to 

operate after that for at least five minutes or with the reserve power recommended by the 

manufacturer if greater. 

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be 

conducted in accordance with an ATO-issued COA. The exemption holder may apply for a new or 

amended COA if it intends to conduct operations that cannot be conducted under the terms of the 

attached COA. 6 

22. All aircraft operated in accordance with this exemption must be identified by serial number, 

registered in accordance with 14 CFR part 47, and have identification (N−Number) markings in 

accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable. 

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any 

documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground 
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Control Station of the UAS any time the aircraft is operating. These documents must be made available 

to the Administrator or any law enforcement official upon request. 

24. The UA must remain clear and give way to all manned aviation operations and activities at all times. 

25. The UAS may not be operated by the PIC from any moving device or vehicle. 

26. All Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, 

vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect 

nonparticipating persons from the UA and/or debris in the event of an accident. The operator must 

ensure that nonparticipating persons remain under such protection. If a situation arises where 

nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must 

cease immediately in a manner ensuring the safety of nonparticipating persons; and b. The 

owner/controller of any vessels, vehicles or structures has granted permission for operating closer to 

those objects and the PIC has made a safety assessment of the risk of operating closer to those objects 

and determined that it does not present an undue hazard. The PIC, VO, operator trainees or essential 

persons are not considered nonparticipating persons under this exemption. 

27. All operations shall be conducted over private or controlled-access property with permission from 

the property owner/controller or authorized representative. Permission from property owner/controller 

or authorized representative will be obtained for each flight to be conducted. 

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the 

operational area as defined by the applicable COA must be reported to the FAA's UAS Integration Office 

(AFS−80) within 24 hours. Accidents must be reported to the Naonal Transportation Safety Board 

(NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.

To conclude, in accordance with the Federal Aviation Regulations and the FAA Modernization and 

Reform Act of 2012, Section 333, We respectfully requests that the Administrator grant this Petition for 

an exemption from the requirements of 14 C.F.R. 45.23(b), 14 C.F.R. 61.113(a),14 C.F.R. 91.7(a) ,14 

C.F.R. 91.9(b) (2) ,14 C.F.R. 91.109 ,14 C.F.R. 91.119 0, 14 C.F.R. 91.121 , 14 C.F.R. 91.151(a), 14 C.F.R. 

91.203(a) & (b), 14 C.F.R. 91.401 - 91.417, and permit the company to conduct commercial operations 

within certain states in the United States using a sUAS Blade Chroma. 
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Appendices:

A – Link to Blade Chroma User Manual and below is a partial screenshots.

http://www.horizonhobby.com/pdf/BLH8680-manual-EN.pdf