J o se Martinez

. – SECTION 333 EXEMPTION REQUEST Page 1 of 

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March 18, 2016

U.S. Dept. of Transportation, Docket Operations

West Building Ground Floor, Room w12

- 140

1200 New Jersey Avenue, SE.,

Washington, DC 20590

Submitted Electronically via the Federal Docket Management System (FDMS)

Re: Request for additional information on Exemption Request FAA Docket ID FAA

- 2015

- 6018

Dear Sir or Madam

On behalf of Jose Martinez . I, Eric Andelin, President o f Vertical Information Services, Inc., (VERTX) a

consulting firm with over 50 approved exemptions have prepared the following exemption request.

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14 C.F.R. Part 11, J ose

Martinez is re questing an exemption from the following: Part 21 Subpart H ; and Sections 91.203 (a) (1)

, 45.23 (b) , 91.7 (a), 91.9, 61.113, 61.133, 91.109, 91.119, 91.1 21, 91.151, and (91.401

- 91.417 ) Subpart

E, of Title 14, Code of Federal Regulations (14 CFR).

This proposed exemption would allow for t he operation of any aircraft identified on the List of Approved

Unmanned Aerial Systems (UAS) under Section 333 at regulatory docket FAA

– 2007

– 3330 at

www.regulations.gov (which is updated regularly) when weighing less than 55 pounds including payload

.

Included in the List of Approved Unmanned Aerial Systems (UAS) are J o se ’ s currently owned systems the

DJI Phantom 4, DJI Spreading Wings S100, and the 3DR Solo

Approving this exemption request for the use any aircraft on the List of Approved Unmanned Aerial

Systems (UAS). Specifically systems under 55lbs, does not set a precedent as t he following recent

exemptions have been granted this list.

 Exemption No. 15233 Regulatory Docket No. FAA

– 2015

– 5418

 Exemption No. 15234 Regulatory Docket No. FAA

– 2015

– 5360

 Exemption No. 15235 Regulatory Docket No. FAA

– 2015

– 5272

 Exemption No. 15236 Regulat ory Docket No. FAA

– 2015

– 5253

 Exemption No. 15237 Regulatory Docket No. FAA

– 2015

– 5236

THE UNMANNED AIRCRAFT (UA S ):

 The UAS is lightweight (under 55l b. gross weight), battery operated multi

- r otor copter that take s

off and land vertically and has the ability to hover in one location during flight

.J o se Martinez

. – SECTION 333 EXEMPTION REQUEST Page 2 of 

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THE UA S INCLUDE S :

 An on

- board flight computer with GPS navigation and location ability that rece ives si gnals for flight

control from a grou nd

- based transmitter/controller.

 An on

- board camera or sensor package used to document physical and/or environmental

conditions of structures and the natural environment.

 An on

- board telemetry system that delivers flight data from the on

- board flight computer to the

radio transmitter including altitude AGL, horizontal and vertical speed, compass direction of flight

and direction back to its launch site

.

 A 2.4 GHz on

- board radio transmitter that transmits live video f rom the on

- board camera plus all

the flight data from the telemetry system described above

.

THE GROUND STATION PART OF THE SYSTEM:

 A Pilot in Command (PIC) i n operati onal control of a mission from beginning to end, and who

controls the UAS while in the ai r

.

 A 2.4GHz radio transmitter/controller operated by the PIC to control the UAS while in flight.

 Ground Station (computer, tablet or smart phone based app) which receives and displays video

and system telemetry real time from the UAS

.

 A Visual Observer (VO ), a person who provides a second pair of eyes to visually track the UAS

while in flight.

P ILOT IN COMMAND (PIC) AND VISUAL OBSERVER (VO) :

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

Qualifications. Add itionally, the PIC and VO will per form maintenance on the system and will complete a

course of maintenance instruction as part of their initial training.

I submit that the combination of the UA S light weight, flight performance and ability, fully qualified flight

crew and strict operation under the guide lines established in 8900.227, and under all of the Restrictions

listed above, the FAA can have full confidence that the operation wil l have an equivale nt or greater level

of safety than manned aircraft performing the same mission.

INTENDED USE / PUBLIC GOOD: 14 CFR § 11.81(d)

The requested exemption would allow u s to use the UAS for aerial data acquisition to support various

applications for the public good. Typical applications would include, but are not limited to: Aerial data

collection includes but it not limited to: Aerial photography, videography, for real estate and land

planning, inspection services, construction monitoring, corridor mapping, mi ning, search and rescue, and

education.

The inherent ability of the UA S to capture imagery from a low altitude inc luding oblique photos and video

from several angles is far more effective than ground

- based imagery for displaying the characteristics of

bui ldings, sites and properties, areas where consistent monitoring is needed. Further, UA S can access

locations not accessible to conventional aircraft due to their own flight restrictions. The applicant captures

imagery and video to produce maps for develope rs, municipalities, utility companies and transportationJ o se Martinez

. – SECTION 333 EXEMPTION REQUEST Page 3 of 

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departments

. These images

, videos and maps are used to maintain public infrastructure, utilities, and

assets as well as facilitate local development. All of these activities serve the public interest

.

PUBLIC SAFETY :

UA S are powered by batteries, they are smaller, lighter and more maneuverable than larger aircraft

running on combustible fuel; they operate at lower altitudes (under 400’) with no people on board

thereby reducing current risk levels and enhancing public safe ty. With a small payl oa d and maximum flight

time of approximately 20 to 6 0 minutes. UA S offer little or no risk to national security due to their size,

payload capacity and flight duration

.

Each model listed has its own built in failsafe functionality whi ch will cause the UA S to return to its take

off location and land b efore the battery becomes empty, or the system loses communication. In

addition, DJI uses geo fencing technology to restrict flight operations where the FAA has mandated no

fly zones such a s: Airports, National Parks, and Stadiums.

SUMMARY GRANT REQUEST :

This request follows many others using similar systems and process tha t have been granted previously. I

am requesting the FAA issue a summary grant of exemption as this request would not set a precedent

.

 The reasons stated by the FAA for granting Exemption Nos. 15237, 15236, 15235, 15234, 15233,

14331, 14192, 13803, 13697, 13696, 13207, 1 3004 , 1 2557 , 1 2369

, 12366 and 1 2026 also apply to

this request

.

 Each UAS for which an exemption is bei ng sought has been previously approved numerous times

and is on the List of Approved Unmanned Aerial Systems (UAS) under Section 333 at regulatory

docket FAA

– 2007

– 3330 at www.regulations.gov (which is updated regularly)

 A grant of exemption would be in the public interest ( s ee above INTENDED USE/PUBLIC GOO D )

.

THE REGULA TIONS FROM WHICH THE EXEMPTION S ARE BEING REQUESTED

Beside each regulation number is the page of the attached Addendum upon which each may be found

together with a proposed equivalent level of safety for each regulation:

- 14 CFR Part 21 Subpart H Addend um Page 1

- 14 CFR 91.203 (a) (1) Addendum Page 1

- 14 C F R 45.23 (b) Addendum Page 1

- 14 CFR 91.7 (a) Addendum Page 2

- 14 CFR 91.9 Addendum Page 2

- 14 CFR 61.113, 61.133 Addendum Page 2

- 14 C F R 91.109, 91.119, 91.12 1 Addendum Page 3

- 14 CFR 91.151 Addendum Page 3

- 14 CFR Subpart E (91.401

- 91.417) Addendum Page 4

- FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e)(1) Addendum Page 4J o se Martinez

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We are p r e p a r e d to m odi f y o r a mend a n y p a rt of t his r e qu e st t o satis f y t h e n ee d for a n e quival e nt lev e l

of s a f e t y

. P le a se c onta c t me a t a n y t i me if y ou r e quire a ddi t ional info r mation or c la r ifi c a t i on. I am the

primary point of contact for this request and look fo r w a rd to w o r ki n g with y o ur o f f ic e

.

Consultant for Applicant Applicant

Mr. Eric Andelin Mr. Jose Martinez

President 933 C ountry C reek L n

Vertical Information Services, Inc. Red Oak, TX 75154

301 W Platt St #654

Tampa, FL 33606

Phone: 813.992.6612

Email: eric@vertisx.com

Add e ndum C ont a in i n g Ex e mp t ion R e qu e sts a nd Equiv a lent L e v e l of S a f e t y

App e ndix A

– F l i g h t Operations/Procedures

Appendix B

- User ManualsJ o se Martinez

. - EXEMPTION REQUEST AND LEVEL OF SAFETY Page 1 of 

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EXE M P TION RE Q UE S TS A N D EQUI V AL E NT L EVEL OF S A F ETY

J o se Martinez r e qu e st s a n e x e mp t ion f r om t he f ol l owing re g u l a t i ons a s w e ll a s a n y a ddi t ional

r e g ulations that m a y t e c hnic a l l y a pp l y t o the op e r a t i on s of UAS for aerial data collection.

14 C.F.R. Part 21, Subpart H: Airwo rthiness Certificates 14 C.F.R. 91.203 (a) (1)

Subpart H, entitled Airworthiness Certificates, establishes the procedura l requirements for the issuance

of airworthiness certific ates as required by FAR 91.203( a) (1).

Given the size and limited operating area associated with the UA S to be utilized by the Petitioner, an

exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety under Part 11

and Section 333 o

f the FMRA. The Federal Aviation Act (49 U.S.C.44701 (f)) and Section 333 of the FMRA

both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon

consideration of the size, weight, speed, operational capability, an d proximity to airports and populated

areas of the particular UAS . In all cases, 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 rotorcraft) operating with an

airworthiness certificate without the restrictions and conditions proposed. The UAS to be operated

hereunder is less than 55 lbs. fully loaded, is by defi nition unmanned and carries neither a pilot nor

passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a

limited flight area. Unlike other civil aircraft, operations under this exemption will be tightly control led

and monitored by the Operator and will also remain within the requirements of, and in compliance with,

local public safety requirements. These safety enhancements, which already apply to civil aircraft provide

a greater degree of safety to the public a nd property 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

inability to carry a substantial external load.

14 C.F.R. 45.23 (b). Marking of the Aircraft

The regulation requires; When marks include on ly the Roman capital letter "N" and the registration

number is displayed on limited, res tricted or light

- sport category aircraft or experimental or provisionally

certificated a ircraft, the operator must also display on that aircraft near each entrance to the cabin,

cockpit, or pilot stat ion, in letters not less than 2 inches nor more than 6 in ches high, the words "limited,"

"restricted," "light

- sport," "experimental," o r "provisional," as applicable.

Even though the UA S will have no airworthiness certif icate, an exemption may be needed as the UA S will

have no entrance to the cabin, cockpit or pilot station on which the word "Experimental" can be placed.

Given the size of the UA S

, two

- inch lettering will be impossible.

The FAA has issued the following e xemptions to this regulation to Exemptions No s. 10700, 8738, 10167

and 10167 A.J o se Martinez

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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 herein for the use of safety check list s prior to each flight, an equivalent level of

safety will be provided.

14 C F R 91.9 Civil air c r a f t f l ig h t m a nu al, m a r k i n g, a n d p laca r d re qu ir e m e n ts.

This r e g u l a t i on p r ovides that no p e rson m a y op e ra te a n a ir c r a ft unless a c u r r e nt, app r o v e d fli g h t manu a l

i s in t he a ir c r a ft. We a ssu m e that the intent of this r e quir e ment is to ensu r e that fl i g ht manu a l

i n f o r mation i s a v a i l a ble to the a ir c r e w while op e r a t i n g the a i r c r a ft. We re qu e st an e x e mp t ion t o th i s

r e quir e ment sin c e the a i r c r a ft is not on l y too small t o ca r r y do c u m e ntation; t he do c ument a t i on would

not be a v a i l a ble to the c rew during f l i g ht ope r a t i on s

.

To obtain a n e quival e nt l e v e l of s a f e t y a nd m e e t t he in t e nt of 91.9, we pr o pose that c u r r e nt, a ppro ve d

UAS F l i g ht Operations/Procedures ( App e ndix A) must be a v a i l a ble to the c rew a t the g rou n d station

a n y t i me the a ir c r a

ft is i n, or p re p a ring fo r

, f l i g ht.

T he FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299,

9299A, 9565, 95658, 10167, 10167A, 10602, 32827, and 10700.

14 C F R 61.113 P r iva t e p i l ot p r iv i leg e s a n d l i m ita t io n s: P i l ot in C o m m a n d a n d 61.133 C o m m e rc ial p i l ot

p r iv i l e g e s a n d l i m ita t io n s.

The r e g ulation provid e s t h a t no pe r son th a t ho l ds a p riv a te pilot ce rtif i ca te m a y ac t as pilot i n c om m a nd

of a n a i r c r a ft f or c ompens a t i on or h i r e

. S ubp a ra g r a ph (b) a l l ows a priv a te pilot to a c t a s pilot in command

of a n a ir c r a ft in c onn e c t i on with a n y busin e ss or e m p l o y ment if: (1) T h e fli g ht i s on l y inci d e ntal to t h a t

bus i n e ss or e mp l o y ment; and ( 2) The a ir c r a f t does not c a r r y p a sse n g e rs o r p r op e r t y f o r c ompens a t i on or

hi r e

.

Our pro p osed o p e r a t i ons r e quire that the P I C must e i t h e r

1. Hold a Private or Sport Pilot C e rtifi ca te is s u e d b y the F AA, a nd h a ve l o g g e d 5 hou r s of f l i g ht

e x p e ri e n c e in t his t y

p e of U A S , or

2. M ee t t he re qui r e ments of 8900.227 p a ra 16 ( c ) ( 2 ) ( c ) " Op e r a t i ons without a pi l ot c e rtifi ca t e " in

which the P I C is r e qu i r e d to complete " F AA p r ivate pi l ot g round ins t ruct i on" a nd p a ss " the F AA

P riv a te P i lot w ritten e

x a m i n a t i on." S ince the r e a r e c u r r e nt l y no me a ns a va i l a ble for the pilot

of a UAS to g a in t he e x

p e ri e n c e in a n e quival e nt c a t e g o r y a nd c lass in ord e r to a pp l y f o r a

private p i l ot '

s l i ce nse, we pro p ose to g e n e r a te a n e quiva l e n t l e v e l of s a f e t y b y r e quiri n g our

p i l ots t o c omp l e te, a t a min i mu m

, F AA private pi l ot ground ins t ru c t i on a nd p a ss t he F AA Private

P i l ot w r i t ten e x a m i n a t i on in add i t i on to c omp l e t i ng the p r i v a te p i lot re quir e ments. S ince t he

a ir c r a ft c a nnot c a r r y p a sse n g e rs o r p r op e r t y , we f e e l that we me e t t he in t e nt of 61.113

S ubp a ra g r a ph ( b ) e v e n tho u gh the intent of th i s ap p l i ca t i on is to c ondu c t a business.J o se Martinez

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14 C F R 91.109 F l i g h t I n st r u c tion; S i m u lat e d i n st r u me n t f l i g h t and c e r tain f l i g h t te sts

The r e g ulation stat e s that " No p e rson m a y op e r a te a c iv i l air c r a ft th a t i s be i ng used for f l i g ht instru c t i on

unless that a ir c r a ft h a s ful l y fun c t i oning du a l c ontrols."

The UA S g roun d

- b a s e d c ontrol station c o nsi s ts of a small h a nd

- h e l d r a dio t r a nsm i t t e r a nd while it does

not of f e r a se c ond s e t of " c ontro l s " , both t he student a nd i nstru c tor ca n, a nd wil l , op e r a te the si n g le s e t

of c ontrols si m ul t a n e ous l y

. W i t h both student a nd instru c tor h a ving " h a nds

- o n " the c ontrols d u r ing

f l i g ht, we f

e e l t h a t t his t ec hnique m ee ts t he i ntent 91.109 a nd p r ovides a n e quiva l e nt le v e l of s a f e t y

.

14 C F R 91.119 M i n i m u m sa f e altitu d e s: G e ner al.

The re g ulation stat e s that ov e r sp a r s e l y popu l a ted a r e a s t h e a ir c r a ft ca nnot be op e r a t e d c loser than 500

fee t t o a n y p e r s on, v e ssel, v e hicl e , or st r u c tur e

. S ince the a ir c r a ft will be op e r a t i n g a t a ma x i m um of 4 00

fee t A G L

, we c a nnot comp l y w i t h th i s r e quir e m e nt.

I n o rd e r to pr o vi d e a n e q uival e nt l e v e l of s a f e t y The UA S will not be op e r a ted ov e r c ong e sted a r e a s o r

ov e r a n y o p e n a ir a ssemb l y o f p e rsons with out prior approval. Any property President of Surveying

affected w i l l be b r i e

f e d on the e

x p ec ted r oute of flight a nd the a ssoci a ted risks to p e rsons a n d p r op e r t y

on the g roun d

. The a ir c r a

ft will be o p e rated a t a low a l t i t ude a l l o win g , if a pow e r unit f

a i l s, an e me r g e n c y

land i ng without undue h a z a rd to pe r sons or p r op e r t y on the su r f a c e

. Th e r e

f o re, we maintain t h a t due

to the sm a ll si

z e of the UA S the h a z a rd to p e rsons, v e hicl e s and stru c tur e s is m i ni m a l comp a r e d to

mann e d a ir c ra

ft, whi c h should be c ons i d e r e d in g r a nt i ng the e x e mp t ion.

14 C F R 91.121 A lt i m e ter S e t ting s

.

The r e g ulation r e quir e s t h a t air c r a ft sh a ll mainta i n c ruising a l t i t ud e s b y r e f e r e n c e to an a l t i m e ter s e t t ing

a v a i l a b l e with i n 100 NM of the a i r c raft.

The UA S will a lw a y

s f l y b e low 4 00 fee t A G L a nd will n o t ne e d to m a in t a in c r uis i ng a l t i t ud e s in o r d e r to

p re v e nt c onfli c t with other a ir c r a ft. An A bove G r ound L e v e l a l t i m e ter me a s u r e ment a bove the t a k e o f f

point is t r a nsm i t t e d via ra dio f r o m t he UA S on

- bo a rd c o m puter to t he disp la y s c r e e n h e ld b y the P I C,

p rovi d ing a c onst a n t l y up d a ted A G L r ea dout.

14 C F R 91.151 F u e l r e q u ir eme n ts f or f l i g h t in VFR c o nd itio n s.

The r e g ulation provid e s t h a t no pe r son m a y b e g in a f l i g ht i n a n a irpl a ne u n d e r d a y

- V F R c ondi t ions unless

the r e is enou g h fu e l t o f l y to t he fi r st po i nt of in t e nd e d la n ding a nd to f l y a ft e r that f or a t l ea st 30 m i nutes.

The in t e nt i on of th i

s pa r a g r a ph is to provi d e a n e n e r g y r e s e r v e a s a s a f e t y buf f e r f o r d e l a y s to l a ndi n g

. Each U A S is batt e r y op e r a ted a nd the m a x i m um dur a t i on o

f f l i g ht f rom a sin g l e b a t t e r y c h ar g e is 22

m i nutes with a 20% re s e rv e

. S ince the a i r c raft will n e v e r f l y mo r e than 3⁄4 NM f

r om t he point of intend e d

landi n g , a f ull b a t t e r y c h ar g e a t l a un c h will e nsure that w e me e t the re s e r v e e n e r g y r e qui r e ment of th i s

pa r a g ra ph. W

e re qu e st a n e x e mp t ion t o the w o r d "fu e l " a nd a sk for a n e quival e nt in t e rp re tation wi t h the

w o r d "en e r g y ".J o se Martinez

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14 C F R S ubp a r t E ( 9 1.401

- 91.417)

- M ai n t e n a n ce , P re v e n tive M ai nt e n a n ce , Alt e r a t io n s

The r e g ulation provid e s t h a t t he op e r a t o r is p r i m a r i l y re spons i ble f o r maintaining the a ir c r a ft in a n

a irwo r t h y c ondi t ion, i n c lud i ng c omp l ia n c e wi t h P a rt 39 a nd 43. P a ra g r a phs 91.407 a nd 91.409 re quire

that the a i r c raft be " a ppro v e d for return to se r vice by a p e rs o n a uthori z e d und e r 43.7" a ft e r

m a in t e n a n c e a nd insp ec t i on.

I t i s our intention t h a t t he P I C p e r fo r m m a in t e n a n c e a nd inspe c t i on of the a i r c raft a nd " be a uthori z e d to

app r ove the a i r c r a

ft f or r e turn to se r v ic e ." As p r ovided in the P r e

- F l i g ht C h ec kl i st in App e ndix A, the P I C

will e nsure that the a i r c raft is i n a n a irwo r t h y c on d i t ion prior to e v e r y fli g ht

. Mainten a n c e p e r f o r med b y

t h e P I C is l i m i t e d to r e p a iring small c r a c ks, r e pl a c ing a p r o p e l l e r, c h ec ki n g e le c tri c a l conn e c t i ons a nd

upd a t i ng soft w a re a nd f

irmw a re f o r the on

- b o a rd c ompu t e r. All o t h e r mainten a n c e will be p e r f o r med b y

t h e m a nu f ac tu r e r or their d e si g n a ted r e p a ir f a c i l i t y . The P I C will do c ument wo r k p e r f o r med in acc o rd a n c e

wi t h 91.417. We fee l t h a t d ue to t he si z e

, c onstru c t i on, a nd simp l ici t y of the a i r c r a ft, the P IC ca n e nsure

a n e quiva l e nt l e v e l of sa

fe t y

.

8900.227 P a r ag r a p h 16( c ) ( 4) P I C Me d ical. And P a r a g r a p h 16( e ) ( 1 ) Ob s er v e r Me d ical.

This po l i c y pro v ides that both t he P I C a nd VO m u st have a v a l i d F AA s e c o n d

- c lass medi ca l ce rtifi c a te

issued und e r P a rt 67 in ord e r to pe r f o r m a s a pilot or o b s e rver.

The UA S ma x i m um g ross w e i g ht are each less than 55 l bs., are constru c ted primarily of plastic and carbon

fiber. T he P I C is not on boa r d. B oth t he P I C a nd the V O a re r e quir e d to be in V

LO S . Giv e n t h e unl i k e l y e v e nt

t h a t bo t h the P I C a nd VO b ec ome m e dic a l l y in c a p ac i t a ted while the a ir c r a ft is i n fli g ht, t he UA S will re turn

a utono m o us l y to t he si t e of laun c h i ng a nd l a nd without c r e w in t e rv e nt i on. Th e r e f o r e

, r e quiri n g the P I C

a nd VO to me e t t he s a me m e d i ca l r e quir e m e nts a s commercial pilot carrying passengers in a l a r g e a i r c r a ft

is a n u nn ece ss a r y burd e n.

W e pro p ose th a t t he m i ni m um m e dic a l r e quir e m e nts for the P I C a nd VO b e vis i on c o r re c ted to

20/20 and a v a l i d, st a te i

s sued d r ive r '

s l i ce n s e . The 20/20 v i

sion r e quir e me n t wi l l ensu r e that the P I C and

VO see and avoid air traffic; a licensed driver is medically qualified to operate a much larger vehicle.J o se Martinez

. – APPENDIX A

– FLIGHT OPERATIONS/PROCEDURES Page 1 of 

### 2 AP P E N DIX A

– F LIG H T OPERATIONS/PROCEDURES

The UA S will be operated under the following flight restrictions.

OPERATIONAL F L I G HT RE S TRI C T I ONS

The UA S will be operated in the field with both a PIC and a VO in accordance with and with the following

Restrictions:

 All operations must occur in FAA Class G airspace at no more than 400 ft AGL, at an airspeed of

no more than 25 knots and no further than 3/4 NM from the PIC;

 All operations must utilize a visual observer (VO). The VO and PIC must be able to communicate

by voice at all times during a flight operation;

 The PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51 (b), 10

hours of total time as a UA S rotorcraft pilot and at least 5 hours logged as a U AS pilot with a similar

UAS type;

 The UA S will not be operated over densely populate d areas; without prior approval;

 The UA S will not be operated over any open

- air assembly of peop le; without prior approval;

 The UA S will not be operated within 5 NM of an airport or he liport; without prior app roval;

 Operations will be restricted to day only and weather conditions equivalent to VFR;

 The PIC will brief the VO and property President of Surveying about the operation and risk before

operation ;

 No flight will be made without a Pre

- Flight Inspection by the PIC before each operation to

ascertain that the UAS is in a condition safe for flight

.

P RE

- F L I G HT CHECKLI S T

Prior to operation preflight checklists provided by the manufacturer of the UA S will be followed. Below

is such an example.

1. Remote Controller, Batteries , Range Extender and smartphone /tablet are fully charged.

2. Propellers are mounted correctly.

3. Damping absorbers are in good condition, not broken or worn.

4. Camera lens cap has been removed.

5. Memory/Storage card has been inserted if necessary.

6. Gimbal is functioning as normal.

7. Motors can start and are functioning as normal.

8. Smart phone/tablet can connect and communicate with UAS and/or payload

.

TAKE OFF/LANDING PROCEDURES (Multi Rotor)

Manufacturer recommended Takeoff and Landi ng procedures will be followed. The following is an

example of such procedures:

Place the UAS on ground with the battery level indicator facing you.

1. Power on base station.

2. Power on the remote controller.J o se Martinez

. – APPENDIX A

– FLIGHT OPERATIONS/PROCEDURES Page 2 of 

### 2

3. Power on the payload (Camera/ Sensor Package ).

4. Power o n the aircraft.

5. Connect the base station to the UA S

.

6. Ensure the base station is communicating/receiving data from the UA S and payload.

7. Confirm GPS satellite lock.

8. Push the throttle stick up slowly to lift the aircraft off the ground.

9. Verify remote controller and UA S are operating normally.

10. Proceed with mission.

11. When landing, be sure to be hovering over a level surface.

12. Pull down on the throttle stick gently to descend and land.

13. After landing the aircraft on the ground, keep the throttle stick at i ts lowest position until

the motors stop.

TAKE OFF/LANDING PROCEDURES (Fixed Wing)

Manufacturer recommended Takeoff and Landing procedures will be followed. The following is an

example of such procedure.

TAKE OFF

1. Power on the Remote C ontroller.

2. Power on the Camera

.

3. Power on the aircraft

.

4. Connect the Ground Station Computer/Tablet to the UA.

5. Wait for GPS Signal to lock and the aircraft to initialize entering the “Ready to Fly ’ mode.

6. Initiate Launch.

LANDING

1. Aircraft will loiter upon completion of mission

.

2. Confirm landing site is clear of any obstructions or personnel.

3. Initiate landing.

FAILSAFE FUNCTION

Each model listed has its own built in failsafe functionality which will cause the UAS to return to its take

off location and land before :

 The battery level drops below a preset level, usually 20%

 The air temperature exceeds operating capabilities

 The system loses radio communication.

In addition, DJI uses geo fencing technology to restrict flight operations where the FAA has mandated no

fly zones such as: Airports, National Parks, and Stadiums.J o se Martinez

. – APPENDIX B

- U SERS MANUALS Page 1 of 

### 1 AP P E N DIX B

– USER’S MANUAL S O F CURRENTLY OWNED SYSTEMS

User’s Manuals of systems currently owned can be downloaded via the following link

.

J ose Martinez intends to keep a copy of the User’s Manual with the corresponding UA S at all times

.

DJI P HANTOM 4

DJI S PREADING WINGS S1000

3DR SOLO

Upon request these will be providedJ o se Martinez

. – APPENDIX B

- U SERS MANUALS Page 2 of 

### 1