### UNITED STATES OFAMERICA DEPARTMENTOFTRANSPORTATION FEDERALAVIATIONADMINISTRATION WASHINGTON, DC

Reg. DocketNo. 

## fAR

# d014- ()CZI/&

In theMatterofPetitionforExemption of: Asymmetric Technologies,LLC Foran Exemptionfrom therequirements ofthe Code ofFederalRegulations Sections Concerning operation ofan UnmannedAircraft System Pursuantto Section 333 ofthe FAAModernization and ReformActof2012

1

## I. II. III. IV. 

# v. VI. VII. VIII. IX. CONTENTS PETITIONER'sDESCRIPTION.....................•..•.........•...........................•................................

### 3 PROPOSED OPERATIONS ............................•..............................................•...•...........•..•.....•

### 4 RELEVANTAUTHORITYTOPETITIONER'SEXEMPTIONREQUEST
...................................

### 7 QUALIFICATIONFORAPPROVALUNDERSECTION

### 333 OFTHEREFORMACT••••••••••••••••• 

### 8 REGULATIONSFROMWHICHEXEMPTIONISREQUESTED•••••••••••••••••••••••••••••••••••••••••••••• 

### 11 Pl.JBLIC INTEREST..........................................•.•......•..............•...........................................

### 23 PRIVACY ......•..•...........•...............................•..•.........•.........................................................

### 24 FEDERALREGISTER

### SUMMARY························································································25 CONCLUSION ...•.•....•.............•.............•.........•.•........................•..........•..............................

### 26

2

### Pursuant to Section 333 ofthe FAA Modernization and Reform Act of 2012 ("Reform Act") 1

### and 14 C.F.R. 11, Asymmetric Technologies, LLC ("Petitioner") hereby applies for an exemption from Federal Aviation Regulations ("F ARs") identified below, to allow commercial operationofsmall unmanned aerial vehicles (i.e. small unmanned aircraft systems or "sUAS").
This exemption is in accordance with protocols outlined in this petition for exemption, the enclosed Asymmetric Technologies UAS Operations Manual ("Manual") 2
, 

### the UAS manufacturers operations and maintenance manual ("Aircraft Operations Manual"), and any otherrequirements establishedbytheFAApursuantto Section333 oftheReformAct.



### I. PETITIONER'SDESCRIPTION 

### Petitioneris a Service DisabledVeteran Owned Small Business based in Columbus, OH that has provided various operational and sustainment services to the Federal Government and civilian customers for three years. Additionally, the Petitioner is staffed with personnel who operated andmaintained sUAS in Afghanistan and Iraq during OperationEnduring Freedom and IraqiFreedom.
Petitioneris teamed withBurgess & Niple, Inc. ("B&N"). B&Nis a design, construction and inspection firm with over 100 years' experience in the industry. B&N is a nationally recognized leader in bridge inspection and since 1969 have inspected more than 10,000 bridges in the U.S. and abroad, includingbridges withmain spansexceeding 500feet.
ThePetitioner's sUAS operational and maintenance expertiseis a natural transitionto the infrastructure inspection market and the Petitioner's partnership with a nationally recognized infrastructure inspection firm drastically reduces overall risk to the public while conducting infrastructureinspection operations.

1 Codifiedat49 U.S.C. §40101, as amendedbyPub. L. 112-95Feb. 14, 2012, 126 Stat. 11. 2 Petitioner submits this manual as a confidential document under 14 C.P.R.§ 11.35(b), as theentire Manualcontainsconfidentialcommercialandproprietary informationthePetitionerhas not andwill not sharewith others. TheManualcontains operating conditions andproceduresthat arenot availableto the public and areprotectedfromreleaseundertheFreedomofInformationAct5 U.S.C. § 552. 

### 3

### Consistent with the requirements of 14 C.P.R. § 

### 11.81(a), Petitioner provides the following informationin support ofits petitionofexemption: Thename and address ofthePetitioner'srepresentativeis: Asymmetric Technologies, LLC Attn: BRIANBORKOWSKI 

### President/CEO 

### 1395 GrandviewAvenue, Suite3, Columbus, OH43212 Phone:614-725-5310 Fax: 614-928-3202 Email: brian@asymmetric.com
II. PROPOSEDOPERATIONS 

### The Petitioner proposes to conduct sUAS flight operations m support of a bridge inspection near US Highway 93 in Mohave County, AZ. The Burro Creek bridge sits above RasterWash adjacent to the Burro CreekWilderness Area (under control ofthe Bureau ofLand Management), approximately 70 miles south east of Kingman, AZ. The bridge is comprised of

ViewofHwy 93 BurroCreekBridgefacing North ViewofHwy93 Burro CreekBridgefacingEast


### twin 960feet long steel arches thatrise 370 feet above a canyonproviding excellent access from multiple ground locations to conduct flight operations. There is no roadway below the bridge andtheriverbelowthebridgeis notnavigablebywatercraft.

4Theclosest airportto the BurroCreekBridgeis theBagdadAirport.3Thebridgealso falls under theMOABAGDAD 1 specialuse airspace(?,000ft.

- 17,999ft. AMSL) area,butsinceoperations are plannedunder400 feet, this shouldposelowriskto any aircraftusingtheMOA.
View ofBagdadMOA



### Prior to conducting an inspection with the sUAS, the Petitioner will conduct a visual inspectionutilizingtraditional climbing andinspectiontechniques. Armed with this information, the Petitionercan then conduct a proofofconcept- collecting data and information via sUAS to improvetheinspectionprocess andtestnewmethods andtechniques.
Enclosed in this waiver is the Petitioner's sUAS Manual (Exhibit "A"). The enclosed Manual describes, in detail, the policies and procedures for Petitioner's proposed sUAS operations. To assist the FAA in its safety assessment of the Petitioner's proposed sUAS operations, below is a summary ofthe operational limitations and conditions which will ensure an equivalent or higher level of safety to operations conducted under current regulatory guidelines:
1. The sUAS weighsless than 15 poundsincludingpayload. 2. Flights will be operated within line-of-sight ofa pilot and/or observer during daylight hours only.

3 FAALIDE51. 

### 5

### 3. Maximum total flight time for each operational flight will be 45 minutes. Flights will beterminated at 25% batterypowerreserve shouldthatoccurpriorto the45 minutelimit. 4. Flights willbeoperatedat an altitudeofno morethan400feet above groundlevel. 5. Minimumcrew for each operation will consist ofthe sUAS Pilot, observer/spotter and inspectionteamleaderdirectingtheinspection. 6. The sUAS pilot will be an FAA licensed airman with a private and/or commercial pilot'scertificate withrotorcraft experience and aclass IIIphysical. 7. The sUAS pilotwill bePilotin Command (PIC). Ifapilot certificateholderotherthan the sUAS Pilot is present and possesses the necessary PIC qualifications, that person can alsobe designated as PIC. 8. TheUAS will only operatewithin aconfined "SterileArea" as definedinthe manual. 9. A briefing will be conducted in regard to the planned sUAS operations prior to each day's activities. It 

### will be mandatory that all personnel who will be performing duties withintheboundaries ofthe safetyperimeterbe presentfor thisbriefing. 10. Pilot and Observer will have been trained in operation of UAS generally and will havereceivedup-to-date information ontheparticularUAS to be operated, as required in theManual. 11. Observerand Pilotwill at all timesbe ableto communicatebyvoice andtext. 12. Observer and Pilot will have air-to-air radios for communication with low flying air traffic in the area surrounding UAS operations (programmed to 123.025 common Air-toAirFrequency, andthelocalfrequency forthe areaofoperation). 13. All required permission and permits will be obtained from territorial, state, county or city jurisdictions, including local law enforcement, fire, or other appropriate governmental agencies

- includingthe BureauofLandManagement, ArizonaDepartment ofTransportation, andMohave County. 14. If

### the sUAS loses communications orloses its GPS signal, the sUAS is equippedwith advanced safety features that will allow the sUAS to automatically return to a predeterminedlocation. 15. The sUAS willhave the capabilityto abort a flight incase ofunpredicted obstacles or emergencies. 16. The sUAS will only operatein optimalweatherconditionsforflight. 6

### III. RELEVANTAUTHORITYTOPETITIONER'SEXEMPTIONREQUEST 

### This petition for exemption is submitted to advance Congress' goal ofintegrating sUAS safely into the NAS. In 

### the Reform Act, Congress directed the FAA "to safely accelerate the integration of civil unmanned aircraft systems in the national airspace system," and, under Section 333 of that law, directed the Secretary of Transportation ("FAA Administrator") to consider whether certain unmanned aircraft systems may operate safelyin the National Airspace System ("NAS')before completion ofthe rule makingrequiredunderSection 332 ofthe Reform Act.4



### In making this determination, the FAA Administrator is required to determine which types of sUAS do not create a hazard to users of the NAS or the public or pose a threat to national securityinlight ofthefollowing:

• TheUAS size, weight, speed, and operationalcapability; • Operationofthe UAS in closeproximityto airports andpopulatedareas; and • Operationofthe UAS withinvisual line-of-sightofthe operator.5
If 

### the Secretary determines that such vehicles "may operate safely in the National Airspace System, the Secretary shall establish requirements for the safe operation of such aircraftinthe NationalAirspace System."6


### The FAA Administrator has general authority to grant exemptions from FAA safety regulations and minimum standards when the Administrator decides arequested exemption is in the public interest. 7 

### A party requesting an exemption must explain the reasons why the exemption: (1) 

### would benefit the public as a whole and; (2) would not adversely affect safety or how it would provide a level of safety at least equal to the existing rules.8 

### Therefore, the Petitioner will demonstrate how the proposed sUAS infrastructure inspection will benefit the

4 ReformAct, supranote 1. 5 /d. at§ 333(b)(1). 6 /d. § 333(c)(emphasis added). 7 See49 U.S.C. §44701(f) (authorizingthe grant ofexemptions from arequirement ofregulations prescribedpursuantto section44701 (a)- (b) and sections44702-44716). 8 See 14 C.P.R.§ 11.81;FAA, Petitionfor Exemptions. 

### 7

### public and that the proposed operation will not adversely affect safety ofthe public and to those operatingintheNAS.


### IV. QUALIFICATIONFORAPPROVALUNDERSECTION

### 333OFTHEREFORMACT A. The Petitioner's Proposed Usage Does not Create a Hazard to Users ofthe NAS or thePublicBecauseoftheReduced Size, Weight, Speed, and Operational Capability ofthesUAS. 

### The proposed operations in this petition for exemption qualify for expedited approval under Section 333 ofthe Reform Act. Each ofthe statutory criteria and other potential relevant factors are satisfied.
The proposed operations would permit use of small and relatively inexpensive UAS undercontrolledconditions in airspacethatis: (1) 

### limited; (2) predetermined; (3) controlled as to access, and; (4) 

### would pose an increased level of safety beyond what exists when climbers are askedto inspectinfrastructure.
Petitioner's sUAS is a rotorcraft aircraft, weighing less than 15 

### pounds, including payload. It 

### operates, under normal weather conditions, at a speed ofno more than 29 

### knots and has the capabilityto hover, and moveinvertical andhorizontalplanes simultaneously.
Petitioner's sUAS will operate in line-of-sight and only in a sterile area described in the Proposed Operations section outline here and in the Petitioner's Manual.9 

### Such operations will insure that the sUAS will "not create a hazard to users ofthe National Airspace System or the public." 10


### Given the small size ofthe sUAS involved and the restricted sterile environment within which it will operate, this petition for exemption falls squarely within that zone of safety in

9 See

### Manual Section 6.1.2.1. 10 

### ReformAct, supra

### note 1at§ 333 (b)(l). 

### 8

### which Congress envisioned that the FAA must, by exemption, allow commercial operations of UASs to commenceimmediately.


### B. The Petitioner's Proposed Usage Does not Create a Hazard to Users ofthe NAS or the Public because the Operation of the sUAS will be conducted in a Remote LocationnotinCloseProximitytoAirportsandPopulatedAreas. The Petitioner's proposed usage does not create a hazard to users of the NAS or the publicbecause ofthe restricted andremote areain which the sUASs will operate. This projectis anexcellentcandidateforthe first authorizedbridgeinspection conductedbecauseoftheisolated locationoftheBurro CreekBridge.
The Burro Creek Bridge is located in a remote area of Arizona. The bridge sits approximately 130 miles northwest of Phoenix. The closest airport is the Baghdad AirportY Lake Havasu City Airport is located approximately 100 miles to the west of the Burro Creek Bridge. There are no major population centers within 100 miles ofthe bridge nor are there any large structuresinthe area surroundingthebridge.
The remote location greatly mitigates the hazard to the public and to the NAS. Because the bridge is so remote, the probability ofan accident with the public or with another aircraft in the NAS is virtually eliminated. Thus, the Petitioner's proposed usage of the sUAS does not pose ahazardto thepublic orto the NAS because oftheremotelocationoftheinspection site.


### C. The Petitioner's Proposed Usage Does not Create a Hazardto Users ofthe NAS or the Public because the Operation ofthe sUAS will be conducted within visual lineof-sightoftheoperator. The Petitioner has selected the Burro Creek bridge because the bridge's physical characteristics provide excellent lines of sight. First, the bridge support structure is located below the bridge decking. Next, the bridge structure is constructed in a canyon which will provide natural boundaries for the sUAS. Finally, the roadway is 370 feet above the bottom of

11 FAALIDE51. 

### 9

### the canyon so the Petitioner's flight operations will remain below 400 AGL for the duration of theinspection.


### i. The steel arch bridgesupportstructureis constructed below the roadway. The initial factor that led Petitioner to propose this bridge for the first inspection is that the structure of the bridge is situated below the bridge decking. In other words, the structure supporting the bridge resides below the roadway rather than having bridge supporting structure both abovetheroadway andbelowtheroadway.
The Petitioner will use the sUAS to visually inspect the support structure ofthe bridge and theroadway. Becausethe structure supportingtheroadwayisbelowtheroadway, intherare occurrence that a malfunction occurs to the sUAS, the sUAS would fall to the canyon floor rather than onto a roadway. Moreover, the structure of the bridge and the space between the members ofthebridge allow the Pilot and observerto maintain line ofsight on the sUAS for the duration ofthe flight. Thus, the risk to the public is greatly reduced because the Pilot will be able to avoid any obstacles andother aircraftsinrealtime.


### ii. Thebridgeis situatedovera canyonwhichwillprovideanaturalboundary. Petitioner has submitted this location as the initial location because of the geophysical characteristics in the immediate area surrounding the Burro Creek Bridge that creates a natural boundaryfor the sUAS forcing thepilotto keep the sUAS within line-of-sight. Thewalls ofthe canyonwillprovideterrainthatnaturallyencloses the area surroundthe structure ofthebridge.
The canyon walls will provide a natural barrier that mitigates risk to the public. The natural boundary is an important risk mitigation point because in the event that the sUAS guidance systemmalfunctions andthe sUAS begins to descend, thewalls ofthecanyonwilllimit the distance thatthe sUAS will travelbeforeimpactwhile allowing the pilotto maintainline-ofsight. Thus, the sUAS willbeoperating in highly controlled, verylimited airspace reducing the risk to the public because its lateral travel will be confined to the distance between the canyon walls.

10

### iii. ThesUAS willremainbelow400AGL atalltimesduringtheoperation. The Petitioner's sUAS will not fly above 400 AGL at any time during inspection ofthe Burro CreekBridge. TheBurro CreekBridge roadway rests 370 above the canyon floor and all supporting structureis situatedbelowthebridge decking.
The Petitioner will launch, operate, and recover the sUAS from the floor ofthe canyon below the bridge. Theinspection methodthatPetitionerwill utilize will notrequire the sUAS to pass above 400 feet AGL to successfully complete the inspection. Therefore, the Petitioner's proposedusage will not pose ahazard to the NAS because the sUAS will not operate above 400 AGL at any time duringthe duration oftheflight.
Given the foregoing, the Petitioner's proposed usage does not pose a hazard to the NAS or to the public. Considering the clear statutory language in Section 333 ofthe Reform Act, the authority containedinthe FederalAviationAct, as amended, the equivalentlevel ofsafetyto the public and to the men and women conducting infrastructure inspections, and the reduction in environmental effects, the grant of the requested exemptions is in the public interest. Accordingly, Petitionerrespectfullyrequests thatthe FAAgranttherequested exemptionwithout delay.



### V. REGULATIONSFROMWHICHEXEMPTIONISREQUESTED 

### The Federal Aviation Act expressly grants the FAA Administrator the authority to issue exemptions. Byits terms, this statutory authority includes exempting civil aircraft, as the term is defined under § 

### 40101 ofthe Act, including sUASs, from its safety regulations and minimum standards whentheAdministratordecides arequested exemptionis inthepublicinterest. 12


### Petitioner asks an exemption from several interrelated provisions of 14 C.F.R. Parts 21, 45 and 91 for purposes ofconducting aerial surveys and inspections using sUAS. Listed below are: (1) the specific sections of 14 C.F.R. for which exemption is sought; and (2) the operating

12 See 49 U.S.C. §44701(f) authorizingthe grantofexemptions fromrequirements ofregulations prescribedpursuantto§§44710(a) and (b),§§44702-44716. 

### 11

### procedures and safeguards that Petitioner has established which will ensure a level of safety equalto orbetterthantherules from whichexemptionis sought. 13


### A. 14 C.F.R. Part21, SubpartH- Airworthiness Certificatesand 14 C.F.R. § 

### 91.203(a)(1). The Petitioner seeks an exemption from 14 C.F.R. Part 21, Subpart H, 

### which establishes theproceduralrequirements for theissuance ofairworthiness certificates as requiredby 14 C.F.R § 

### 91.203(a)(1). Giventhe size and limitedoperating area associatedwiththe sUAS to beutilized by the Petitioner, an exemption from Part 21, SubpartH meets therequirements ofan equivalent level ofsafetyunderPart 11 

### and Section 333 ofthe ReformAct.
The Federal Aviation Act14 

### and Section 333 ofthe Reform Act15

### 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. In all cases, an analysis of these criteria demonstrates that the sUAS 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 rotorcraft operating with an airworthiness certificate without the restrictions and conditions ofthe proposed sUAS operations. EquivalentLevelofSafety The sUAS to beoperatedhereunderis lessthan 15 lbs. fully loaded, carries neither apilot norpassenger, carries no explosive materials orflammable liquid fuels, and operates exclusively within a securedareaas setoutinthe Manual. Unlike othercivil aircraft, theproposedoperations in this petition for exemption will be controlled and monitored by the operator, pursuant to the Manual'srequirements. Moreover, the FAAwill have advance notice ofall operations conducted underthis exemption.

13 See 14 C.F.R. § 11.81(e)whichrequires a petitionfor exemptiontoinclude: "thereasons why granting theexemption wouldnot adversely affect safety, orhowtheexemption wouldprovidea level ofsafetyat leastequaltothatprovidedbytherulefromwhichyou seekexemption." 14 See

### 49 U.S.C. §44701(f). 15 See ReformAct, supranote 1. 

### 12

### These safety enhancements, which already apply to civil aircraft operated in connection with existing inspection operations, provide a greater degree ofsafetyto the public and property owners than conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21, SubpartH. Lastly, application ofthese same criteriademonstrates thatthere is no credible threat to national security posed by the sUAS, due to its size, speed of operation, location ofoperation, lackofexplosivematerials orflammable liquidfuels, andinabilityto carry a substantial externalload.
B. 14 C.F.R. Part27: Airworthiness Standards: Normal CategoryRotorcraft. 14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness certification of normal category rotorcraft. To the extent the Petitioner's sUASs would otherwise require certification under Part 27, as a rotorcraft, Petitioner requests an exemption from Part 27's airworthiness standards for the same reasons identified in the exemption request from 14 C.F.R. Part 21, SubpartH.
C. AircraftMarkingand IdentificationRequirements: 14 C.F.R. §§ 

### 91.9(c), 45.23(b), and45.27(a). This petition seeks an exemption from the aircraft marking and identification requirements of 14 C.F.R. §§ 

### 91.9(c), 45.23(b), and45.27(a).
14 C.F.R. § 

### 91.9(c), Civil aircraft flight manual, marking, and placard requirements, provides that: No person may operate a U.S.-registered civil aircraft unless that aircraftis identifiedin accordancewithpart45 ofthis chapter. 16


### 14 C.F.R. §

### 45.23(b), Markings oftheAircraft, states: When marks include only the Roman capital letter "N" and the registrationnumberis displayedon limited, restrictedorlight-sport

16 

### 14 C.F.R. §

### 91.9(c). 13

### 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. 17


### 14 C.P.R. §45.27(a), Rotorcraft, states: Each operator of a rotorcraft must display on that rotorcraft horizontally on both surfaces ofthe cabin, fuselage, boom, or tail the marksrequiredby §45.23. 18 

### Exemption from§ 45.23(b) is warranted because the sUAS has no entrance to the cabin, cockpit, or pilot station on which the word "Experimental" can be placed. Moreover, given the size of the sUAS, two-inch lettering would be impossible. The word "Experimental" will be placedonthefuselage in compliancewith §45.29(f).
Given the nature of the specific relief sought by this exemption request, Petitioner requires relieffrom the associated marking and identification requirements of § 45.27(a) and § 91.9(c), whichwouldrequire compliance with§45.23(b). EquivalentLevelofSafety 

### An equivalent level of safety for exemptions to the aircraft marking and identification requirements of§§ 91.9(c), 45.23(b), and45.27(a), willbeprovidedbyhaving the sUAS marked on its fuselage as required by § 45.29(f) where the pilot, observer, and others working with the sUAS will see the identification of the UAS as "Experimental." Additionally, Petitioner will ensure compliancewith anyrequests ofsUAS markingbytheFAA.
The FAA has issued the following exemptions to the aircraft marking requirements of§ 45.23(b): Exemptions Nos. 10700, 8738, 10167 and 10167A.

17 

### 14 C.P.R.§45.23(b). 18 

### 14 C.P.R. §45.27(a). 14

### D. 14 C.F.R. § 

### 61.113 (a) and (b): PrivatePilotPrivilegesandLimitations: Pilotin Command. This petition seeks an exemption from the private pilot privileges and limitations of §§ 

### 61.113 (a) and (b), which states: (a) Exceptas providedinparagraphs (b) through (h) ofthis section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilotincommandofan aircraft. (b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employmentif: (1) 

### The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensationorhire. 19


### 14 C.F.R. § 

### 61.113(a) limits private pilots to being in command of non-commercial flights. 14 C.F.R. § 

### 61.113(b)(l)provides an exceptionthat allows aprivatepilotto command an aircraft without passengers or property, in connection with business or employment if "[t]the flight is onlyincidental to that business oremployment."20 

### The stated exception likely does not apply to the proposed operations under this petition for exemption, as the flights are not incidental to the proposed aerial surveys and inspections but rather essential to it. Accordingly, the Petitioner seeks an exemption to 14 C.F.R. § 

### 61.113(a)'s commercial limitation and/or 14 C.F.R. § 

### 61.113(b)(l)'s requirement that the flight be incidental to the business to benefit from theexception. 

### EquivalentLevelofSafety AsrequiredbytheManual, Petitioner's sUAS operators acting as PICwill hold a

19 14 C.P.R.§ 61.113 (a) and (b). 20 14 C.P.R.§ 61.113(b)(1). 

### 15

### commercial and/or private pilot certification and have rotorcraft experience. Because the sUAS will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of safetyto 14 C.F.R. §§ 

### 61.113 (a) and (b).
Unlike a conventional aircraft that carries the pilot and passengers, the sUAS is remotely controlled with no passengers on board. Moreover, the area of operation is controlled and restricted, and all flights are planned, coordinated, and briefed to the appropriate official in advance as setforth intheManual.
AT can achieve an equivalentlevel ofsafety as achieved bycurrentRegulations because the sUASs do not carry any pilots or passengers. Further, while helpful, a pilot license will not ensureremote controlpiloting skills, though AT'spilotvetting andtraining programs will ensure the PIC has substantial experience on the airframe. Further, private pilot licensees will operate AT's sUASs with the same skill. Therisks attendant to the operation ofAT's sUASs are far less than therisklevels inherentin the commercial activities outlinedin 14 C.F.R. § 

### 61, 

### etseq. Thus, allowing AT to operateits UASs with aprivatepilot as the PIC will exceedcurrent safety levels inrelationto 14 C.F.R. §§ 

### 61.113 (a) and (b).
E. 14 C.F.R. § 

### 91.9(B)(2): CivilAircraftFlightManualintheAircraft. The Petitioner seeks an exemption from the flight manual requirements of 14 C.F.R. § 

### 91.9(b)(2), which states: (b) Nopersonmayoperate aU.S.-registeredcivil aircraft (2) For which an Airplane or Rotorcraft Flight Manual is not required by § 

### 21.5 ofthis chapter, unless there is available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combinationthereof.21

21 

### 14 C.P.R.§ 91.9(B)(2). 16

### Given its size, configuration, and load capacity, the sUAS has no ability to carry such a manual onthe aircraft, not onlybecause thereis no pilotonboard,butbecausethere is simplyno roomorcapacityto carry such an itemonthe aircraft. EquivalentLevelofSafety The safety related purpose of this manual requirement can be equally satisfied by maintaining the sUAS flight manual at the ground control point where the pilotflying the sUAS will have immediate access to it. Accordingly, Petitioner requests an exemption from § 

### 91.9(b)(2)'s flight manual requirements, on the condition that the sUAS flight manual be available atthe controlpointduringeach operation.
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.
F. 14 C.F.R. § 

### 91.7(a): CivilAircraftAirworthiness. This petition seeks an exemption from 14 C.P.R. § 

### 91.7(a), which requires that a civil aircraft be in an airworthy condition to be operated. Inasmuch there will be no airworthiness certificate issued for the sUAS, should this exemption be granted, no FAA regulatory standard willexistfor determining airworthiness. EquivalentLevelofSafety The Petitioner's PIC has over 12,000 flight hours and a stellar safety record. Given the size of the sUAS and the requirements contained in the Manual for maintenance and use of safetychecklistspriorto eachflight, an equivalentlevel ofsafetywillbeprovided.
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.

17

### G. 14 C.F.R. § 

### 91.103: PreflightAction. This petition seeks an exemptionfrom§ 91.103, whichrequires a PIC to becomefamiliar with specific information before each flight, including information contained in the FAA approved Flight Manual on board the aircraft.22 

### Inasmuch as an FAA approved flight manual willnotbeprovidedfor the sUAS, an exemptionis requested. EquivalentLevelofSafety Anequivalentlevel ofsafetywillbeprovidedbyfollowing theAircraft Operations Manual comprehensive preflight checklist. The PIC will take all actions, including reviewing weather, flight battery requirements, landing and takeoff distances, and aircraft performance data, beforeinitiationofflight.
H. 14 C.F.R. § 

### 91.109(a): FlightInstruction. The Petitioner seeks an exemption from 14 C.F.R. § 

### 91.109(a), which 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 functional dual controls."23 

### sUASs and remotely piloted aircraft, by their design do not have fully functional dual controls. Instead, flight control is accomplished through the use of a control box communicating with the sUAS via radio communications. EquivalentLevelofSafety Given the size and speed of the sUAS, an equivalent level of safe training can still be performed without dual controls because no pilot or passengers are aboard the sUAS, and all persons will be a safe distance away should the sUAS experience any difficulties during flight instruction.

22 14 C.P.R.§ 91.103. 23 14 C.P.R.§ 91.109(a). 

### 18

### The FAA has approved exemptions for flight training without fully functional dual controlsfor anumberofaircraft andfor flightinstructioninexperimental aircraft.24



### I. 14 C.F.R. § 

### 91.119: MinimumSafeAltitudes. This petition seeks an exemption from the minimum safe altitude requirements of 14 C.F.R. § 

### 91.119. This Section prescribes the minimum safe altitudes under which aircraft may not operate, including 500 feet above the surface and away from any person, vessel, vehicle, or structure in non-congested areas?5 

### Section § 

### 91.119(d)(l) allows for a helicopter to operate at less than those minimum altitudes when it can be operated "without hazard to persons or property on the surface," provided that "each person operating the helicopter complies with any routes oraltitudes specificallyprescribedforhelicoptersbytheFAA.
To providethe intendedinspections, the sUAS will normallyneedto beoperatedwithin a range ofapproximately 50 feet from the infrastructure being inspected. Accordingly, due to the nature oftheproposed operations, the PIC and the designated observermay attimes be less than 500feet awayfrom structures duringtheoperation, andan exemptionis thereforerequired. 

### EquivalentLevelofSafety Compared to flight operations with rotorcraft weighting far more than the maximum 15 pounds proposed herein, and the lack of flammable fuel, any risk associated with these operations is far less than those presently presented with conventional aircraft. An equivalent level ofsafety will be achieved given the size, weight, speed ofthe UAS as well as the location where it is operated. As set forth in the Manual, the sUAS will be operated in a restricted area, wherebuildings andpeople will notbeexposedto operations. Becauseofthe advance notice, all affected individuals will be aware of the planned flight operations as set forth in the Manual. Furthermore, byoperating at suchlower altitudes, the sUAS will notinterfere with other aircraft that are subjectto the minimumsafe altituderegulations.

24 See ExemptionNos. 5778Kand9862A. 25 See 14 C.P.R.§ 91.119(c). 

### 19

### J. 14 C.F.R. § 

### 91.121: AltimeterSettings. The Petitioner seeks an exemption from 14 C.F.R. § 

### 91.121, which requires a person operating an aircraft to maintain cruising altitude orflight level byreference to an altimeter that is setto the elevation ofthe departure airport orbarometricpressure.Z6 

### An exemptionis required becausethe sUAS does nothave abarometric altimeter, butrather aGPS altitudereadout. EquivalentLevelofSafety An equivalentlevel ofsafetywill be achievedbyfollowing theprocedures setforth inthe Manual. As prescribed in the Manual, the operator will confirm the altitude of the launch site shown on the GPS altitude indicator before flight. Prior to each flight, the PIC will reset the altimeter to zero and will fly the sUAS below 400 feet AGL. Moreover, the PIC will use the GPS altitude indicator to constantly monitor the sUASs height, thus ensuring operation at safe altitudes.
K. 14 C.F.R. § 

### 91.151(a): FuelRequirementsforFlightinVFR Conditions. The Petitioner seeks an exemption from 14 C.F.R. § 

### 91.151(a)'s fuel requirements for flight in VFRconditions. Section 91.151(a) states: (a) No person may begin 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 ofintended landing and, assumingnormal cruising speed (1) 

### Duringthe day, to fly afterthatfor atleast30minutes; or (2) Atnight, to fly afterthatfor atleast45 minutes.Z7


### The battery powering the sUAS provides approximately 25 minutes of powered flight. Anexemptionfrom the 30minutereserverequirementin 14 CFR § 

### 91.151 isthereforerequired.

26 See 14C.P.R.§ 91.121. 27 14 C.P.R.§91.151(a). 

### 20

### EquivalentLevelofSafety Anequivalentlevel ofsafety canbe achievedbylimitingflights to 45 minutes or25% of battery power, whichever happens first. This restriction would be more than adequate to return the sUAS to its plannedlanding zone from anywhere withinits limitedoperating area. Operation ofthe sUAS with less than 30 minutes ofreserve fuel does not engender the type ofrisks that Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. Moreover, operations will be limited to controlled areas where only inspectors or official representatives who have signedwaivers willbe allowed.
Thisrequestfor exemptionfalls withinthe scope ofpriorexemptions?8


### L. 

### 14 C.F.R. §§ 

### 91.203(a) and (b): Carrying Civilian Aircraft Certification and Registration. Thispetition seeks an exemptionfrom civil aircraftcertification andregistration requirements of 14 C.P.R.§§ 91.203 (a) and (b). Theregulations provideinpertinentpart: (a) Except as provided in § 91.715, no person may operate a civil aircraftunless ithas withinitthefollowing: (1) An appropriate and currentairworthiness 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 orcockpitentrance so thatitis legible to passengers orcrew.29 

### In addition to the fact that Petitioner is seeking an exemption from the airworthiness certificate requirements, an exemption to this regulation is necessary because: (1) 

### the sUAS's load capacity and size does not allow it to carry certification and registration documents; (2) the sUAS does not have a cabin orcockpitentrance at which the documents couldbe displayed; and (3) there are no passengers orcrew for whomthe certificatesneedbedisplayed.

28 See e.g. Exemption 10673 (allowingLockheedMartin Corporationto operatewithoutcompliance with §91.151 (a)); seealsoFAAExemptions 2689F, 5745, 10673, and 10808. 29 14 C.P.R.§§ 91.203 (a) and (b). 

### 21

### If

### mechanical issues arise, the sUAS canlandimmediately and will be operatingfrom no higherthan 400feet AGL. Moreover, the sUAS's small size, carrying capacity, and the fact that flight operations will only take place in restricted areas for limited periods oftime, create less risk than the same factors associated with conventional fixed-wing aircraft and rotorcraft performingthe same operation.

VI. PuBLICINTEREST 

### Consistent with the requirements of 14 C.P.R. § 

### 11.8l(d), Petitioner offers the following reasons why granting this petition for exemption is in the public interest, i.e., how granting it wouldbenefitthepublic as awhole. Approval ofexemptions allowingcommercial operations of small and lightweight sUAS in the infrastructure inspection industry benefits the public as a whole in several ways. First, granting the Petitioner's exemption helps fulfill Congress' goal in passing Section 333(a) through (c) ofthe Reform Act, namely, the FAA Administrator's assessment ofwhether certain UAS may operate safely in the National Airspace Systembefore completion ofthe rule makingrequiredunderSection 332 ofthe ReformAct.
Next, the Petitioner's proposed operation significantly improves safety and reduces risk concerning infrastructure inspection by alleviating human exposure to dangers associated with current aerial survey and inspection methods. Manned helicopters performing utility-power generation inspections and patrols have experienced an exceedingly high number of accidents and fatalities.
Other bridge inspection methods include utilizing a mobile inspection platform to lower inspectors over the side of the bridge. To employ this method, inspectors coordinate with the state departmentoftransportation to close alane oftraffic for the length ofthe bridge. Placing a static vehicle in a lane next to moving traffic is particularly hazardous to motorists and the inspectors alike andhas causedserioustraffic incidentsinthepast.

23

### Petitioner's sUASs are battery powered and create no emissions. If Petitioner's sUAS crashes, there is no fuel to ignite and explode. Any impact ofPetitioner's lightweight sUASs is far less than a full size helicopter. The public's interest is furthered by minimizing ecological impact of an accident and by reducing human exposure to potentially harmful emissions associatedwithmanned aircraft. Finally, aerial surveys are valuable tools for utility-power generation inspections. However, problems with safety, cost, statistical integrity, and logistics continue to impede aerial surveys and inspections from conventional manned aircraft. The use of sUAS addresses these problems and is a powerful tool for performing a wide-range of utility-power generation inspection and patrol applications. The public as a whole will benefit from the safer and more cost-effectiveutility aerial services that sUAS operationsprovide.


### VII. PRIVACY 

### All flights will occur over Operations to be conducted over public or controlled access property. Additionally, all flight operations willbe conductedin a "SterileArea" as describedby the Manual, in which all permissions will be gained by all official personnel and organizations presentinthe SterileArea. Additionally, the U.S. Supreme Court has held that "'[a] person traveling in an automobileonpublicthoroughfareshas no reasonableexpectation ofprivacy
...."'32 

### Therefore, Petitioners use of sUAS does not pose a privacy threat to motorists traveling on the roadway inadvertently captured on video because they have no reasonable expectation of privacy. However, to further protectindividuals who have had their image captured during an inspection, the Petitioner will sanitize the likenesses of individuals from the final product provided to the customer.

32 U.S. v. Jones, 

### 132 132 S.Ct. 945 (2012) quoting U.S. v. Knotts, 

### 460U.S. 276, 281 (1983). 24

### VIII. FEDERALREGISTERSUMMARY 

### A. 14 C.P.R. Part 21, Subpart H - Airworthiness Certificates and 14 C.P.R. § 91.203(a)(l). B. 14 C.P.R. Part27: Airworthiness Standards: Normal CategoryRotorcraft. C. Aircraft Marking and Identification Requirements: 14 C.P.R. §§ 91.9(c), 45.23(b) and 45.27(a). 

### D. 14 C.P.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in Command. 

### E. 14 C.P.R. § 91.9(B)(2): CivilAircraftFlightManualinthe Aircraft. F. 14 C.F.R. § 91.7(a): CivilAircraftAirworthiness. G. 14 C.F.R. §91.103: PreflightAction. 

### H. 14 C.F.R. § 91.109(a): FlightInstruction. I. 

### 14 C.F.R. §91.119: MinimumSafeAltitudes. J. 14 C.F.R. § 91.121: AltimeterSettings. K. 

### 14 C.P.R.§ 91.151(a): FuelRequirements for FlightinVFRConditions L. 14 C.F.R. § 91.203(a) and (b): Carrying Civilian Aircraft Certification and Registration. M. 14 C.P.R. §§ 91.405(a)(l); 91.407(a)(l); 91.409(a)(l); 91.417(a) and (b): MaintenanceInspections

25

### IX. CONCLUSION 

### The Petitioner moves the FAA Administrator to grant this exemption. Given the foregoing, the Petitioner's proposed usage does not pose a hazard to the NAS or to the public. Considering the clear statutory language in Section 333 of the Reform Act, the authority contained in the Federal Aviation Act, as amended, the equivalent level of safety to the public and to the men and women conducting infrastructure inspections, and the reduction in environmental effects, the grant of the requested exemptions is in the public interest. Accordingly, Petitionerrespectfullyrequests thatthe FAAgrantthe requestedexemptionwithout delay.



### 26 Submittedon October6, 2014by:

STUART

### C. SPARKER,

### E Q. 

### Asymmetric Technolo es,LLC 1395 GrandviewAvenue Suite#3 Columbus, OH43212 General Counsel forPetitioner

### Operators handbook 1 

### md4-1000 

# Operators handbook

md4-1000

Revision 2013-01-21, ©2012, microdrones GmbH

### Operators handbook 1 

### md4-1000 Table ofcontents

1. General

................................................................................................................................................4 1.1. Safety instructions

............................................................................................................................6 1.2. Statutory regulations for using the microdrone

...............................................................................8 1.3. Exportterms
.....................................................................................................................................8 1.4.Technology and history

....................................................................................................................9 1.5. System overview

............................................................................................................................10 2. The microdrone md4-1000

................................................................................................................ 11 2.1. General mode ofoperation ofthe md4-1000 microdrone

............................................................ 11 2.1.1. Drive motorand motorcontroller

............................................................................................... 12 2.1.2. The main on-board electronics

................................................................................................... 12 2.2. Opening

### I puttingon the cover...................................................................................................... 13 2.3. Inserting and connectingtheflight battery

.................................................................................... 14 2.4. The rotors
....................................................................................................................................... 15 2.5. Opening outand lockingthe arms ................................................................................................. 16 2.6. The connections ofthe md4-1000

................................................................................................. 17 2.6.1. Configuration and data terminal.

................................................................................................ 17 2.6.2. The control wires ofthe md4-1000

............................................................................................. 17 2.6.3The servo connections ofthe md4-1000

...................................................................................... 18 2.6.4 Downlinktransmitter connection

................................................................................................ 18 2.6.5 Downlink receiver

......................................................................................................................... 19 2.7. Taking offand landingthe microdrone

..........................................................................................20 2.8. Taking offin GPS position hold mode

............................................................................................21 2.9. GPS waypoint

..................................................................................................................................23 2.10.The flightdata recorder.

...............................................................................................................24 2.10.1 Preparing a newSD card fortheflight data recorder

................................................................ 24 2.11.Technical data ofthe md4-1000

..................................................................................................26 2.12. Beeps ofthe microdrone

..............................................................................................................27 2.12.1. Error bleeps

...............................................................................................................................27 2.12.2. Status sounds

............................................................................................................................28 3. Operating modes ofthe microdrone

................................................................................................29 3.1. INS mode

........................................................................................................................................29 3.2. GPS position hold

...........................................................................................................................29
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### 1 md4-1000
3.3. Dynamic position hold (DPH) function

...........................................................................................29 3.4.Teach-in function

............................................................................................................................30 3.5. Waypointfunction

..........................................................................................................................30 3.6. Homingfunction

.............................................................................................................................30 4. The remote control.

...........................................................................................................................32 4.1. Switchingfunctions ofthe microdrone

..........................................................................................33 4.1.1. Control stick allocation ofthe remote control

............................................................................33 4.1.2. Slide switches Eand Fofthe remote control.

.............................................................................34 4.1.3. Switchingfunctions ofthe remote control

.................................................................................35 4.2. Remote control settings

.................................................................................................................36 4.2.1. Trim ofthe control sticks

.............................................................................................................36 4.2.2. RC channel selection

...................................................................................................................37 4.2.3. Switching between display pages................................................................................................37 4.2.4. Resettingthetimerto 30 min

.....................................................................................................37 4.2.5. Teacher/student operation

.........................................................................................................37 4.3. Charging the remote control transmitter

.......................................................................................38 4.4. Bleeps ofthe remote control

.........................................................................................................38 4.5.The antenna ofthe hand transmitter

.............................................................................................38 4.6. Technical data ofthe hand-held transmitter

.................................................................................38 5. Camera

..............................................................................................................................................39 5.1. Camera suspension systems
...........................................................................................................39 5.2. Olympus camera.............................................................................................................................41 5.3. Full HD Sony HDR-CX 740 VE camcorder

........................................................................................42 5.4. CCD daylight camera ......................................................................................................................43 5.5. Dawn (near IR) camera ...................................................................................................................43 5.6. Thermographic camera ..................................................................................................................43 6. The base station

................................................................................................................................44 6.1. Connections and functionality

........................................................................................................44 6.2. Charging the base station

...............................................................................................................46 7.0. The flight battery

............................................................................................................................47 7.1. Safety and care information on the battery

...................................................................................47 7.2. The charging case ...........................................................................................................................48 7.2.1. Connection ofthe batterytothe charging case..........................................................................49 8. Safety procedures

..............................................................................................................................50
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### md4-1000

1. General The md4-1000 systems by microdrones are remote-controlled automatic flying platforms. They can be used to take photos, record videos and perform any other observation and inspection work. The systems use a quadrotor carrying system with state-of-the-art technology. You can take high-quality, professional pictures and videos from the air thanks to a torsionally resistant, extremely light CFRP body and an advanced electronics system. The technology used in the aircraft is normally only found in manned planes, e.g. GPS, inertial navigation system, autopilot and flight data recorder.

The GPSposition holdfunction uses GPS to keep the microdrone hovering in its current position even when the wind is blowing. So the operator can concentrate fully on operating the camera without having to fly the microdrone againstthe wind atthe same time.

The system is particularly powerful and highly effective thanks to the highly advanced carrying platform, a ground station and a notebook with appropriate software. It is also very cost-efficient compared to conventional aerial photography platforms.

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### md4-1000

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### md4-1000 1.1. Safety instructions Always complywith the laws and regulations governing use ofthe microdrone thatapply atthe area of use. Always keep a safety distance of5m towards any kind ofobjects. Always keep a safety distance of 1Om towards people and animals.
When calculating the flight time always include the time required to fly back and descend. It is not a good idea to have the microdrone ascend to 500 m and then descend through the final 100m in emergency landing mode because the battery is almost empty. When planning waypoint flights, always take the GPS resolution into account as it might change depending on local conditions. Always calculate in a safety buffer if you want to fly the microdrone close to obstructions. Never save other data to the SO card of the microdrone. The entire content of the SD card is managed by the microdrone or mdCockpit. Even if it appears that there is space, there is not: the flight data are recorded directly to the sectors of the SO card and cannot be seen in the table of contents. Ifyou write other data to the SO card ofthe microdrone, the chances are that you are will overwrite flight data. In such cases microdrones cannot be held liable for technical defects iftheir cause cannot be traced due to overwritten flight data. Try not to fly directly over the RC transmitter. In this position the RC could fail ifthe signal is shielded by the housing ofthe microdrone, making the microdrone lose control. The distribution ofthe radio waves is also poor in this position, augmenting this effect. Avoid flying in or close to model aircraft clubs due to frequency interference from other transmitters. Do not fly close to airports and avoid flying in the vicinity of military complexes or model aircraft clubs or other strong transmitters. The systems used in such places create interference which could badly disrupt the microdrone and might even disable the emergency program. Therefore, keep to a distance ofat least 5 kilometres from airports. Due not fly close to high-voltage lines, transformer stations and power plants.

Do not fly directly over persons, because if there is an accident, the falling microdrone could injure someone.

Do not fly directly over water. If it cannot be avoided, then remain at least 10 m above the surface.

Avoid 'linear descents', i.e. flying down vertically. Instead fly down in large spirals or from side to side. Ifyou fly directly down, the microdrone becomes less stable as it is flying in its own downwash and the motor power has been throttled backfor descent.
Pay attention to the mdCockpit speedometer when descending. Do not push the throttle down fully for a long time. Descent is normally at the end ofthe flight when the battery is often almost empty. If you begin the descent too fast, particularly if carrying a large load, the microdrone Revision 2013-01-21, ©2012, microdrones GmbH

### Operators handbook 1

### md4-1000 might not have enough power leftto prevent crashing into the ground. Do not adjust the trim of the remote control. Otherwise the microdrone might perform flight manoeuvres unexpectedly and lose control. Pay attention to local wind conditions. The microdrone has not been designed to fly when the wind speed is higher than 12 m/s. Even a wind speed of 4-5 m/s might be too much for inexperienced pilots to handle. Pay attention to the wind information and warnings in mdCockpit. Never fly with a cold battery. The LiPO cells used are powerful, though very sensitive to temperature. When temperatures are low, the battery's voltage might unexpectedly plunge, causing the microdrone to lose control for lack ofpower. Only take off if the battery is fully charged. A lack of power is often the cause of emergency situations which could have been avoided. Before taking off, ensure that the rotors are properly attached. Even ifthe rotors are not about to come off, poorly fastened rotors subjected to a load could touch the housing ofthe microdrone. This could result in much higher power use and a considerable reduction in flight time. Be careful ifthe Waypointauto executefunction is active. Once the battery has been inserted, a GPS signal has been detected and ifthe destination is within range, the microdrone sets out on the waypoint route automatically. Please read and comply with the separate safety and care information for batteries.

The transmission aerial ofthe hand transmitter (remote control) has to be fully extended during flight. If it is not, there is an acute risk of losing control ofthe microdrone suddenly after a short distance. Also ensure that the receiving antenna is correctly installed and in place on your microdrone. Take off immediately after connecting the battery. Don't let the microdrone idle before takeoff. If you don't do so it is possible thatthe microdrone takes offon its own due to awind gust etc. Always let the microdrones settle to its ambient temperature before takeoff. This does not apply to the battery itself! A difference of more than 5

## co between the ambient temperature and the temperature ofthe sensitive components and sensor inside the microdrone may cause serious misbehaviors. Never use the microdrone without rotors (for tests etc.). The exceptional high rpm may cause a damage ofthe drives and other related electronic parts. Always use both hands to carry the microdrone from your car to the area you want to start flying. Grab the microdrone at it's both arms as much as possible nearthe body-center.
Never touch or catch the microdrone within flight, landing approach or with running motors on the ground.

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### md4-1000 1.2. Statutory regulations for using the microdrone The user alone is responsible for using the system and must ensure that appropriate registrations are made and that statutory provisions governing the system md4-1000 at its place of use are complied with. Check in particularthat using the ../ remote control, ../ video transmitter ../ and the aircraft itself is not againstthe law. Due to different rules governing flight permits, maximum altitude, liability insurance, etc., the user must himselffind out about compliance with regulations and provisions that apply in the area he intends to use the microdrone. Under no circumstances can microdrones GmbH be held liable for: damage to the microdrone or any other kind of damage; consequential damage; direct or indirect damage; or financial loss or interruption to operations due to: improper use ofthe microdrone by you orthird parties; unforeseeable or abnormal circumstances; or general operation ofthe microdrone. Aviation liability insurance has to be concluded! The video transmitter must be registered! Please contact the relevant agency.
1.3. Exportterms The md4-1000 is a dual-use good, meaning that it can be used in Germany and the rest ofthe EU for military and civilian purposes. Therefore the 'Council Regulation (EC) np 133412000 ofJune 2000 setting up a Community regime for the control ofexports ofdual-use items and technology' applies to international transport and export. In particular the above regulation stipulates that an export permit must be obtained from national authorities if the md4-1000 or one of its components is exported to countries for which there is no general export authorization. Countries for which there are currently (July 2007) such general export authorizations: Australia, Canada. Japan, New Zealand, Norway, Switzerland and the United States of America,

... You can find the complete list and more information at: http://ec.europa.eu/trade/creating-opportunities/trade-topics/dual-use/ microdrones GmbH cannot be held liable ifthe user breaches these terms.

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### Operators handbook 1

### md4-1000 1.4. Technology and history VTOL is an acronym for vertical .take-off and landing. It denotes the ability ofan aircraftto take offand land vertically without a runway. Helicopters also come underthe VTOL category. A quadrotor (from the Latin quadrum
- four) is an aircraft that is lifted by four rotors or propellers operating in the same plane and working vertically downwards to achieve lift and, from the inclination of the rotary plane and different rotor speeds, thrust. Picture: 'Flying Jeep' Curtiss-Wright VZ-7AP It is a helicopter and like this one and VTOL aircraft in general, it can take offand land vertically. Other descriptions include quadrotor helicopter and quadcopter. The advantage ofthis type ofconstruction is that, ifthe directions ofrotation are suitably positioned, all three axes can be controlled simply by varying the thrust and therefore the torque of the four propellers. Complicated swash plates as used on helicopters or other actuators are therefore not necessary. Nor is there drift as encountered with a tail-rotor configuration. And it does not matter whether the thrust is regulated by using differences in rotational speed or the pitch of the respective propeller. The thrust change just has to occur fast enough. If the aircraft thrust is controlled by rotor speed, this is done by using e.g. stepless transmission or electric motors. When helicopters were first developed, several rotors were often used as the use of swash plates had not yet been practically conceived. The French pioneer of aviation Etienne Oehmichen had experimented with rotating wings as early as 1920 before his Oehmichen No. 2 (see picture) took to the skies on 11 November 1922. The four rotors of this early quadrotor were elastic and their pitch could be changed using cables. Next to them were an additional eight propellers acting horizontally to stabilise the aircraft and provide thrust as the rotors could not yet be controlled precisely enough. The Oehmichen No. 2 was the first reliable aircraftthat could take offvertically. It completed more than 1000flights and got into the record books on 4 May 1924 by flying for 14 minutes and doing a kilometre circuit. With the development of the swash plate and tail-rotor, tandem and coaxial constructions, the quadrotor went off developers' radar. Not until a general interest for VTOL vehicles in the 1950s did quadrotors fly again. Manned quadrotors are currently not used. Though they are often used as drones and UAVs. This is because ofdevelopments made in electronics, sensory systems and lightweight materials.

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### 1 md4-1000 1.5. System overview A md4-1000 system basically consists ofthe microdrone in the transport box, a charging case and the ground station which is in its own case. The following picture shows the entire set. Optional extras include diverse cameras, a mobile video receiver and waypoint navigation. The md4-1000 microdrones have been manufactured from carbon fibre and top quality high-tech materials to be very lightweight. They should be treated with appropriate care.

Picture: entire md4-1000 system

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## • Operators handbook

### 1 md4-1000 2. The microdrone md4-1000 2.1. General mode ofoperation ofthe md4-1000 microdrone As already mentioned, the md4-1000 microdrone is a quadrotor aircraft. When hovering all the rotors operate at the same speed, as shown in the following diagram. Positional changes can be made by adjusting the speeds of individual rotors.

• Forward flight/reverse flight by tilting forward or back about the horizontal axis, i.e. accelerating or braking (nick or pitch) -> alter speed and therefore thrust ratio between A and C. • Lateral flight by tilting about the longitudinal axis, side movement (roll)-> alter thrust ratio between 8 and D. • Rotating about the lift axis (yaw) -> alter thrust ratio in pairs between A-C and 8-D. • Climbing or going down (throttle) -> increase or decrease the thrust ofall rotors uniformly. Diagram: Motorschema Any position can be achieved with a combination ofthese basic commands. The device maintains the desired height using the temperature-compensating, barometric height control. This four-rotor concept, where pairs rotate in opposite directions, mean the torques are cancelled out when the rotors are at the same speed. A tail rotor, which reduces the performance of conventional helicopters because it does not generate thrust, can therefore be left out. The microdrone and its motors are maintenance-free. Only the batteries are subject to wear. The front and back rotors rotate to the left, the two side rotors to the right. When climbing all four motors are under the same load, when descending the power of all of them is reduced. Ifyou move the aircraft forwards, the speed ofthe back rotor is increased and the speed ofthe front rotor is decreased by the same amount. If you roll the aircraft to the left, the right motor revs up and the left one slows by the same amount. To turn the microdrone to the left, the speed ofthe left and right rotors is increased and the speed ofthe front and back rotors is reduced. This creates torque resulting in rotation about the lift axis. The two control sticks on the remote control transmitter shown in the adjacent diagram control the microdrone. The right stick controls forward and back movement (nick or pitch) and movements to the sides (roll). If the left control stick is moved forward, the microdrone climbs (throttle). If the control stick is moved back, the device goes down. Movement ofthe stick to the side causes rotation about the lift axis (yaw).

Picture: The hand-held transmitter

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### Operators handbook 1 

### md4-1000 2.1.1. Drive motorand motorcontroller

The 42-pole motor weighs 250 grammes and has a diameter of 86 mm. The brushless external rotor motor (see adjacent diagram) with 36 grooves and 48 magnets has a synchronous commutator.

The motors are controlled entirely via a CAN bus system at which every motor has its own address. The interplay of these components creates a control circuit that enables, due to the dynamics of the whole unit, the motor speeds to be controlled quickly, therefore stabilising the md4-1000.
2.1.2. The main on-board electronics
The heart ofthe electronics system is the IMU module (IMU = Inertial Measurement Unit}, the positional control system with barometric height stabilisation. It is a combination of three positional and acceleration sensors that are merged in what is called a Kalman filter. The two 32 bit micro-controllers ensure that all data is calculated fast.

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### md4-1000 2.2. Opening I putting on the cover
Caution: Check the lock before starting! Never lift microdrone at the top cover. Check it by slightly turning cover left/right in order to assure properfitting.
microdrone with closed cover. It is locked ifthe arrows are not opposite each other.

To open the cover, hold the cover with one hand and the bolt with the other. Push the bolt down to unlock, now the cover will turn. Turn the cover whilst pushing down the bolt until the two orange arrows are opposite one another.

You can now carefully remove the cover. When removing the cover, ensure that you do not accidentally tear off the GPS cable between the cover and microdrone or trap the cable when putting the cover back on.

Once you have released the GPS cable from the microdrone, you can take the cover off completely.

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### 1 md4-1000 

### 2.3. Inserting and connecting the flight battery

The battery is brought into the correct position by the side guides highlighted in the adjacent picture. The battery has three projections on the side that should engage under the three guides. Put the battery between the side guides and slide it underthe holders.

When inserting the battery, ensure that the snap-in nose behind the battery locks properly. To take out the battery, hold down the snap-in nose with your thumb and using your other hand push out the battery through the side guides.

If the battery has been inserted properly, the microdrone's connections will be coupled to the battery.

The left one is the negative connection. The right one is the positive connection. The balancer connection ensures the individual cells charge uniformly. It also checks the cells when charging and discharging. It is only required for the charging or discharging process.

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### md4-1000 2.4. The 

### rotors

The md4-1000 has two rotors that rotate to the left (counter clockwise I CCW) and two that rotate to the right (clockwise I CW). The rotors are made from carbon, are robust and, together with the motors, are highly efficient. Before every flight, check for visible cracks to prevent problems during flight and crashes. After an accident, make sure you check the rotors to prevent breakage during flight. Every rotor is fastened to the motor ofthe microdrone with four Allen screws (M3x16). The torque of the screws is 0.7 Nm.

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### • Operators handbook 

### 1 md4-1000 2.5. Opening out and locking the arms Upon delivery or after transporting the microdrone in the transport box, the arms are folded up. The following diagram shows howthe arms are opened out. Folding them up is done in the reverse order.
To open out the arms, release the lock hook from the connecting bolt.

Then remove the connecting bolt from the side so that the arm can be put into place.

Lift the arm and fasten it in place with the connecting bolt.

After you have pushed in the connecting bolt, it has to be adjusted with the lock hook.

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## " Operators handbook 1

### md4-1000 2.6. The connections ofthe md4-1000
2.6.1. Configuration and data terminal To adjustthe configuration ofthe microdrone orto upload waypoint routes to the system, a connection with the PC has to be established. Use the adapter supplied to connect the microdrone by USB. The connection on the microdrone is right next to the plug-in connection for the GPS module. It is slightly smaller and marked with 'FC' and 'NC'. Which micro-controller establishes the connection depends on which way around the plug of the adapter cable is inserted. For configuration or to upload the waypoints, the flight controller has to be connected with the PC. So the white mark on the microdrone end of the adapter (1) should point in the direction ofthe mark FC (3). The connection to the navigation controller NC (2) is normally only required for servicing or afirmware update.

2.6.2. The control wires ofthe md4-1000

The picture shows the underside of the microdrone and its connection wires and the downlink transmitter. The downlink transmitter sends videos and data wirelessly. The connection wires coming from the microdrone forthe camera and zoom and the power supply for the download transmitter are showing. The connections for controlling the servos are also on the back.

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### Operators handbook 1 md4-1000 2.6.3 The servo connections ofthe md4-1000
This detailed picture shows the 4 servo connections ofthe md4-1000. Servo 1 is for the pitch adjustment, servo 2 for adjusting the roll angle and connections 3 and 4 are AUX channels, i.e. they are unassigned. If you are looking at the back of the microdrone and use the front (marked) arm as a reference point, the connection for servo 1 is on the left. Servo 2 is connected to the second connection from the left, etc. When connecting the servos, check that the servo wire is inserted the right way around. The orange wire should point in the direction of the front arm (arm with red mark).

2.6.4 Downlinktransmitter connection A digital download link is shown on the picture.

Spannungsanschluss DC VideaAnschluss

# Konfiguratlo~ anschluss The download link transmitter is supplied by BMS. It is small and light, has a particularly good signal quality and a very low signal delay. This transmitter allows us to send wirelessly video, audio and any other data from the microdrone to the ground station. Special characteristics:
• Low signal delay (approx. 40 ms)
• Power supply 6to 16 V
• Frequency range 2.2 to 2.6 GHz
• MPEG-2 encoding

The power supply connector ofthe downlink transmitter is connected with the power supply connector ofthe microdrone. The video connection ofthe transmitter is connected with the camera used. The configuration cable is only used internallyfor servicing. The analogue transmitter differs from the digital transmitter in a number of ways. The cooling fins make the digital transmitter look different. The digital transmitter has cooling fins, the analogue transmitter does not. Nor does the analogue transmitter have a configuration cable. The third difference is the analogue transmitter's lack ofantenna filter. Revision 2013-01-21, ©2012, microdrones GmbH

### Operators handbook 

## 1 md4-1000 2.6.5 Downlink receiver
The antennas for receiving the video/audio data look like this: Digital Analogue

Caution: When connecting the digital antenna, make sure that the small slide switch is in the DATA position sothat itcan also receive data sentfrom the microdrone. The CONFIG switch position isforservicework. Technical data ofthe downlink receiver Frequency range 2.3

... 2.5 GHz Channels 16 (can be set via the channel selector switch) Video output 1Vss +/- 0.1 Vss @ 750 0 Video bandwidth 30 Hz

... 5 MHz Audio input 500 mW effective at > 1 kO Audio bandwidth 15Hz

... 16KHz (3 dB) Energysupply 230 V mains, 12 V vehicle, flight battery Special features )- External diversity box with 4 antennas )- Audio stereo channel display )- Switch channel )- Display ofthe relative reception strength )- Video picture inversion )- Automatic channel switching )- Video audio mute function )- 5V outputfor antenna input amplifier )- Video detect output
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2.7. Taking offand landing the microdrone

.,"-, Put the microdrone onto a flat surface about 10m

'·· away from you. Ifthe microdrone is too lopsided,
.,..,, '··--, Sm the electronics will register this and will not let the '·-,,.. rotors start as they might otherwise come into

'··,..,_

# ~ contact with the ground.

. 

# • Always ensure that grass does not entangle with



### . the axles ofthe motors.

//>' _..,../ Fly in a range of about 80° in front of you. Avoid /..

/ /,/'" flight to your side or above you.
/ 

## . / / Diagram: Schema ofthe start position 'Nose in hover', that is hovering with the front, orange arm pointing towards you, requires special skill and must be practised sufficiently in the simulator. Beginners in particular quickly run into difficulties. Nose in hover is not needed in normal operation. It poses a coordination risk and therefore should be avoided

. 

### .&. Do not leave the microdrone stationary for too long before taking off. It could lead to the microdrone developing an incorrect model for the sensor filter, leading to unpredictable flight manoeuvres. 

### .&. In particular, do not leave the microdrone on the ground with its motors running. Otherwise the microdrone would already be in flight mode. This increases the risk of a defective filter model and unpredictable flight manoeuvres. 

### .&. Take offas soon as possible after inserting the battery! 

### .&. Ifthe microdrone is on the ground in flight mode, it could take off autonomously at any time as a gust ofwind or changes in the air pressure could make it think it is alreadyflying

. 

### .&. Never let the microdrone run without the rotor blades (e.g. for test purposes)! The unnecessarily high speeds could damage the motor or its electronics.

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### md4-1000 2.8. Taking off in GPS position hold mode Flying in GPS position hold mode is easy and makes operation ofthe microdrone simple. During flight you can release the operating buttons of the remote control and the microdrone will remain in its current position (hovering). The GPS antenna is incorporated in the cover see picture below. When removing the cover, be careful notto tear offthe connection wire for the GPS receiver. The red arrow on the picture on the right shows the connection position of the GPS antenna in the microdrone.

Picture: GPS connection wire Picture: GPS antenna in the cover

If the battery has been inserted and the cover has been connected to the microdrone with the GPS receiver, you can take off. The take-off sequence is as follows:
Switch on the microdrone with the RFID tag. To do this hold the RFID tag to the red mark of the microdrone (see picture on the right). The microdrone will emit a single bleep. The start-up procedure now begins. First, the remote control is registered. While it is registered there are several bleeps in quick succession. If the remote control has been registered, confirmation is given with a slow sequence of bleeps. Picture: Switching on with RFID tag
After the remote control has been registered, a search begins for the GPS signal. The GPS signal is registered via the GPS antenna in the cover of the microdrone. If there is no GPS signal available, there is a slow sequence of bleeps. The betterthe reception, the faster the beep. Once GPS is ok you can hear a double bleep. The application software mdCockpit constantly shows the number of satellites (SV for space vehicles) and the precision.

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Once the microdrone has emitted a double bleep, the motors are started using the motor slider switch 'F' in the adjacent picture. CAUTION: Once the motors have started up, the microdrone is in flight mode and must be supervised at all times. You should also take off now to avoid the microdrone acting uncontrollably (this could happen if you wait too long) on the ground. If the microdrone is in flight mode - i.e. the motors are running
- the microdronewants to fly. Picture: Starting the motors Ifthe microdrone is not yet ready to take off in GPS position hold mode but the motor slider is actuated anyway, several bleeps in succession are emitted as a warning. Taking off like this is not possible. You can pull the connection to the cover and fly without GPS too. But you have to do this before inserting the battery. As an exception, you could skip the search for GPS satellites by using the 'E' slide switch (see picture above). The microdrone will then continue to search for satellites when airborne. To skip the GPS search, slide the E switch forward for 2 seconds and then slide it back. The microdrone will acknowledge this acoustically. This should only be done as an exception because when the microdrone finds the satellites during flight, it mightturn about the lift axis to align itself. After landing remove the battery immediately. Put in a completely charged battery for every new flight.

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2.9. GPSwaypoint The GPS waypoint option allows a predefined route to be flown automatically. The route can be defined on the notebook or using a teach-in procedure (also see mdCockpit handbook, waypoint route planning). The screenshots are ofthe Waypoint editor.

mdCockpit has a very simple flight planning module for automatic flights with waypoint navigation. It even makes it possible to change the flight plan completely at short notice on location or to enter completely new routes with just a few clicks of the mouse.

All flight routes can be saved on the hard drive of the ground station notebook and are available again within justafew seconds.

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### 1 md4-1000 2.10. The flight data recorder The md4-1000 has a flight data recorder which records the flights internally on a micro SO card. This is basically like the blackbox found in commercial aeroplanes and continually records the current flight status, sensor values and all flight commands received from the remote control. The card is slightly hidden on the bottom of the mother board of the flight controller as the green arrows in the following pictures show.

To remove it, push carefully with your finger against the edge ofthe card. It will go in slightly. Upon retraction, itjumps out of its holder and can be removed. The card can be read using the supplied SO card adapter. mdCockpit application software can be used for reading and then evaluating the data.**~** WARNING: Please do not save other data to the SD card ofthe microdrone. The entire content of the SD card is managed by the microdrone or mdCockpit. Even if it appears that there is space, there is not: the flight data are recorded directly to the sectors of the SD card and cannot be seen in the table ofcontents. Ifyou write other data to the SO card of the microdrone, the chances are that you are will overwrite flight data. In such cases microdrones cannot be held liable for technical defects iftheir cause cannot be traced due to overwritten flight data.

2.10.1 Preparing a newSO card forthe flight data recorder Ifyou want to use a new SO card to record flight data, it has to be prepared for use with the md4-1000. Download the official SO Association formatter (https:l/www.sdcard.org/downloads/formatter 31) and install it on your PC. Insert the new SO card into the card reader ofyour PC and select its drive letter in the SO formatter. Under Option select Formattype: FULL (OverWrite) and FormatSize Adjustment: ON. Begin formatting. During formatting do not remove the card or card readerfrom your PC.

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Afterwards the microdrone has to format the card to create the fundamental structures ofthe flight data recorder such as the table of FoRMAT TYPE**HE9~U!!:i!itiM'~L:.:J ~1**  contents. Therefore, insert the card back into the microdrone and**~~~~~;rMsE~~** JoN 

### .J connect the FC interface to your PC as described in chapter 2.6.5. Open a terminal dialogue, select the tab Drone Options. In the bottom oK [ cancel area called Special Functions you will see the button Format SD card in the microdrone. Afterthis the SD card is ready to be used with the md4-1000. If required, you can also use the existing connection to upload to the microdrone using the waypoint editor. You can proceed in the same way if you want to repair a faulty SD card. However, before doing this you should use the data analysis tool in mdCockpit to read out in comprehensive mode all data still on the card so that records are not lost (see chapter 5.4 (3) ofthe operating instructions for mdCockpit.

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### 1 md4-1000 2.11. Technical data ofthe md4-1000**~** 0 = ori

### ~ 0> 

### ..,. I I 

## l 605.0 

## J

17300

c. 7 I i I 

# ""**~** -""'""' I 

# ....

# ..." ./110>.**~ ~**  ""-" 

# ' """ 

# "" ,- I I I c .? Technical Specifications Vehicle mass 2650g Payload mass 800g (recommended) Payload mass 1200g (maximum) Battery 6S2P LiPo 22,2V/13Ah Climb rate 7,5 m/s Cruising speed 12,0 m/s Peak thrust 118,0 N Endurance up to 88 min. Flight radius approx. 500m on C&C Ceiling altitude 1000m (relative to take-off) Maximum take-offaltitude 4000m (above sea level/WGS84) Operational Conditions Temperature range -10

.. 50°C Humidity max. 90% r.H. Wind tolerance 12 m/s Dimensions Diameter 1135mm Height 495mm
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### md4-1000 2.12. Beeps ofthe microdrone To make using the md4-1000 easy, the microdrone has a small loud speaker. This loud speaker makes bleep sounds to give you information on the status ofthe microdrone. Only important statuses are conveyed by a bleep so as not to confuse you. All information and statuses are available to you via the downlink when using the base station, and via the serial interface ofthe computer. The first acoustic sign of life is emitted directly after switching the microdrone on with the RFIO tag. Short acknowledgement bleeps are also emitted after successful initialisation of the microdrone and after landing. There are also other bleeps to provide status information and error notifications. A distinction can be drawn between error bleeps and bleeps on the status ofthe microdrone.
2.12.1. Error bleeps All error messages are introduced clearly by a sequence of sounds: 3 successive bleeps. Following this signal, the error code is provided by a number of lower pitched sounds that follow it. The error status can be determined using the following table:

Number Designation Description Remedy of bleeps 1 RC key Unknown RC command Check command pressed 2 SO memory SO card not inserted I incorrectly Check/insert SO card* card formatted 3 Motor At least one motor has an error Re-insert battery; iferror status re-occurs, contact microdrones 4 EEprom Initialisation values invalid Check the initialisation values with serial connection 5 Waypoint Programmed WP flight not possible CheckWP list and correct if invalid
- route length too long (incorrect start necessary Select start point point) correctly.

- WP flight contains errors Apart from error codes 1 and 5, the errors only occur immediately after inserting the battery, i.e. during the initialisation process. *)If a high-pitched uninterrupted rapid bleeping follows this error signal, an error recording data to the SO card could have occurred. To avoid flight data being lost, the microdrone will block any take-off attempts until the problem has been rectified. Please read out all data still on the card using the data analysis tool in mdCockpit in comprehensive mode (see chapter 5.4 (3) of the mdCockpit operating instructions) and then format the card as described in chapter 2.10.1 ofthis manual.

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### 1 md4-1000 2.12.2. Status sounds There are sounds other than error messages that could occur during operation ofthe md4-1000. They are easily to identify as they take the form ofsound sequences. The table provides an overview ofthe status sounds. The sounds could be emitted during initialisation orwhilst the md4-1000 is flying. There might also be situations where several error sounds are emitted. But so you can easily identify the error only the most important error sound is emitted. The priority of the status sound is given by the number in the table. The smaller the number, the more important the status information. The battery emergencythreshold has the highest priority. The quality ofthe GPS signal has the lowest priority.
Priority Designation Length of Pause Remedy sound (ms) duration (ms) Battery emergency very short medium Land immediately! threshold reached (50) (200) 2 Battery warning short long Prepare to land soon threshold reached (100) (400) 3 Incorrectalignment short short Checktake-offposition fortake-off (100) (100) 4 Magnetometervalue medium medium Check take-off point range exceeded (200) (200) - Metallic objects -Magnets

- Check magnetometer calibration 5 WP convert success very long very long - valid WPfound on helicopter (800) (800) 6 WP auto execute short very long countdown (100) (1000) 7 WP auto execute 3 x short short Autostart active without remote active (100) (100) control 8 GPS valid 2 x short very long Double bleep signifies GPS is (100) (1000) ready 9 GPS quality Quality- Quality- Wait for GPS to be ready indicator dependent dependent

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### md4-1000 3. Operating modes ofthe microdrone The condition for the following operating modes is a very good GPS signal with a resolution of about 2.5 m. If the GPS accuracy is less than this- larger than 2.5 m- then this has a negative effect on flight behaviour. The differentflight modes can be set in mdCockpit. The mdCockpit operating instructions tell you howto make these settings. 3.1. INS mode In this mode the operator pilots the microdrone without help from GPS position hold or dynamic position hold. You must be very experienced to use this mode as the microdrone provides no positional help. The operator has to steer the vehicle taking the wind into account and must react to every undesired influence ofthe wind. This requires a high degree ofalertness and confident handling of the microdrone. Only experienced pilots should control the position angle using the control stick, and only in exceptional cases. As the operating modes that have automatic flight control require a sufficiently strong GPS signal, the INS mode is the only wayto fly ifthe GPS signal is very bad or non-existent. Of course there are situations when the GPS signal is not good enough, e.g. if you are taking off between two houses, and taking off without GPS is unavoidable. To cater for this there is a function that allows the operator to override the GPS signal for take off. To do this, push the E slider switch of the remote control forward for a short time and then push it back. The microdrone responds to the GPS override by emitting a sound. The microdrone can now take off. In the air the microdrone continues to search for GPS satellites to allow GPS-aided flight, and the mode is switched to GPS position holdor dynamicposition holdas soon as possible. 

### 3.2. GPS position hold Ifyou release the control stick during manual flight when In GPSposition holdmode, the microdrone's current position will be maintained. This means that the microdrone remains in its current position and, if required, will fly against the wind to do so. The benefit of GPSposition holdis that it allows the user to concentrate on the task itself, e.g. taking photos. To exit position hold, you only have to move the control stick 5% out of its neutral position. You have to be very careful at this point as this is where the mostfrequent errors are made. Ifthe microdrone is in the wind and in GPS position hold mode, the microdrone counteracts the effect of the wind automatically. When you exit GPS position hold mode, you have to counteract the wind yourself. Depending on the strength ofthe wind, you have to counteract it sufficiently. An error often made here is that users do not counteract the effect of the wind to a sufficient extent. If they do not, the microdrone drifts with the wind and inexperienced pilots then release the control sticks to put the microdrone back into GPS position hold mode. If this process is repeated several times, the microdrone could drift a long way. The above situation requires you to fly againstthe wind with enough power to counteract it before moving on. To fly onwards against the wind, you have to be even more assertive with the control stick. 

### 3.3. Dynamic position hold (DPH) function It is possible, from firmware version 2.8, to activate Dynamic Position Hold (DPH) when flying the microdrone manually. You do this with the G switch. The middle position means DPH is off and forward/up means it is on. Dynamicposition holdis atype ofautopilot (do not confuse with waypointfunction) for the microdrone. Dynamic Position Holdis afurther development of GPSposition hold. In GPSposition holdthe current position is only held when the control sticks are released. When you use the control sticks again, you exit GPSposition holdmode and you have to fly the microdrone yourself (taking any wind into account if necessary). The stronger the wind, the stronger you have to counteract its effects. In Dynamic Position Hold you do not have to counteract the wind. You fly the microdrone comfortably using the control sticks according to the GPS coordinates you want to move to. In this way the microdrone is sent a new GPS position which it moves towards and maintains automatically until you give another command via the control sticks. This prevents the microdronefrom drifting in the wind. In mdCockpit under microdrone settings I DPH you can select different DPH settings:
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### md4-1000
Setting Function Mode 0: OPH function deactivated Mode 1 : OPH function activated Mode 2: OPH function can be set via switch G: G in 'middle' position: Gin 'top' position: 3.4. Teach-in function OPH deactivated OPH activated

The teach-in function is activated by pulling back/down switch G for at least 3 seconds. This saves the current waypoint coordinates such as position, orientation and altitude to the SO card of the microdrone. Though there can be no waypoint route already on the SO card. If this is the case, the teach-in function cannot be used. The main reason for the teach-in function is to create and calibrate your own extremely precise map material so you can fly waypoint routes safely. To see how this is done in detail, please see the mdCockpit instructions under Waypoint Editor /Importing map pictures from files. 3.5. Waypointfunction The waypoint function allows you to automatically fly a predetermined route (according to predefined positions: GPS position, altitude and orientation}, e.g. to take pictures. Waypointis activated by pushing up/forward the G switch whilst pushing down the H button. For this to work there has to be avalid waypoint route on the SO card ofthe microdrone. Ifyou are in waypoint mode and you put the G switch back in the middle position, the microdrone will stop flying the waypoint route and you are again in control ofthe microdrone. To take up the waypoint route again, hold down the H button and move the G switch back to the forward/top position. The microdrone will now return to where its waypoint route was interrupted and continue from there. 3.6. Homing function In this operating mode the microdrone automatically flies to the first position from which it received a valid GPS signal (point offirst fix). This position is also normallythe take-of position, provided the GPS signal was strong enough fortake-off. The homing function can be triggered with the remote control. To do this the function Homing via RC switch has to be activated in mdCockpit. Once activated, if you move the G switch back/down whilst holding down the H button, the homing function is triggered. You can also activate the option Auto homing upon RC loss in mdCockpit. This activates homing automatically once the RC outage time has exceeded a defined value. This value can also be set in mdCockpit. If this setting has been deactivated and the RC outage time is exceeded, the microdrone goes into emergency landing mode and lands. There are three important things that the homing function enables: Once the function has been activated, the microdrone aligns itself to the line of sight of the operator. This assumes that the operator is at or close to the point offirst fix (ideallythe take-off position). In mdCockpit you can reverse the alignment during the automatic return flight so thatthe microdrone is not aligned to the line ofsight ofthe operator, instead itfaces the operator. Secondly, the microdrone flies at the safe altitude that you can configure in mdCockpit. Thirdly, the microdrone will fly safely at a defined speed of5 m/s to the point offirst fix. If the microdrone is so far away that you can no longer see the red front arm, activating the homing function is enough to align the microdrone in a defined direction. In this way you know the direction in which the microdrone is pointing. If Auto homing upon RC loss is selected, the homing function is automatically activated if the RC connection has been severed. If the RC connection is re-established during the return flight, the homing function is automaticallyturned back offand you can re-assume control ofthe microdrone.

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The following illustration shows the three major components ofthe homing function: 1. 2. 3. 

# -=+-- Ruckkehr 

# +) zum Point offirst fix 

# ! Flugrichtung an aufsichere

Blickrichtung Hohe steigen

anpassen 

# +

X X X X Potntoffirst fix Pointoffirst fix Point offirst fix Pointoffirstfix
Thefollowing tables provide an overview ofthe available homing settings in mdCockpit: Homing via RC switch Activated

Deactivated Allows the function to be activated using the remote control. The switch/button combination: G back whilst holding down H switches the function on. Switch G in the middle deactivates the function. Does not allow activation remotely. Auto homing upon RC loss Activated Ifthe RC signal is lostfor a defined period (period can be defined in mdCockpit), then the microdrone switches to homing mode and flies backto the point offirst fix. Deactivated In this setting the microdrone goes into emergency mode and lands ifthe RC signal is lost for a defined period. Alignmentduring automatic return flight Forwards The microdrone aligns itselfso that the red arm pointstowards the operator when flying back. Backwards The microdrone aligns itselfso that the red arm points in the line of sight of the operator.

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4. The remote control

Picture: An overview ofthe handtransmitter ofthe remote control

Picture: Hand-held transmitter in the console The Royal pro 9 by Multiplex is the remote control transmitter currently used by microdrones to control the microdrone. It is shown on the left with its main operating elements. The transmitter has what is called a synthesizer HF module, that allows you to select any 35 MHz frequency band. The display of the Royal pro 9 can be tilted up (see picture below).

Picture: Display adjustment

The safest way to use the control sticks is by holding each between thumb and forefinger. There is also an optional console into which the hand transmitter is pushed that makes handling easier. The console can be hung on a belt or around your neck, meaning your hands are free, making operation more comfortable and precise.

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### md4-1000

4.1. Switching functions ofthe microdrone 4.1.1. Control stick allocation ofthe remote control
The microdrone is controlled using the two control sticks. The coloured arm (normally red) is defined as being the front. A quadrotor doesn't actually have afront, which is why microdrones chose one.
The left control stick controls the height (gas/throttle) and rotation aboutthe lift axis (yaw). If you move the stick forward, the microdrone climbs; if you move it back, the microdrone descends. Pushing the stick to the left makes the microdrone turn anticlockwise. Pushing to the right makes it turn clockwise.



# . The right stick controls movement forward and back (nick/pitch) and to the sides (roll). Moving forward makes the microdrone fly forwards, pulling the stick back makes it fly backwards. Push to the left, microdrone flies to the left. Push to the right, microdrone flies to the right. 

# "·• 

# -

Diagram: left control stick Diagram: right control stick

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## 1 md4-1000 4.1.2. Slideswitches E and F ofthe remote control
The slide switches E and F have to be in the lower position before take off. E is used to override the GPS. If the microdrone does not have GPS reception on the ground, it can take off without GPS and search for the satellites during flight. This procedure should only be an exception. The override is carried out by sliding the E switch forward, waiting a short time and then pulling it back. The microdrone will acknowledge this acoustically.

The F switch is used to turn the motors on and off. The F switch has to be pushed up to switch on the motors. The motors start up in turn, first at the front, then left and at the back, and finally on the right. To switch off the motors, the F slide switch has to be pushed down and at the same time the left control stick has to be pulled down at least 80%. Ifyou have old firmware (before version 2.8) or ifyou have deactivated the function Safe motorswitchoffin mdCockpit, you only have to push the F switch down to switch offthe motors. Safe motor switch-off can be set in mdCockpit: Safe motorsetting Activated Deactivated

CAUTION: Motors are switched off by pulling the F slide switch down whilst pulling the left control stick down. Motors are switched off by pulling the F slide switch down.

Do not pull down the F switch during flight unless you want to crash the microdrone purposefullyto avoid an accident. Ifthe F switch is pulled down whilst moving the left control stick down, the microdrone is switched off directly. Re-starting the motors is not immediately possible.
Ifnotshutdown bythe "F" sliderthe microdrones inhibitsthe nextflightforsafety reasons. The flightthen mightnothave been completed properlyon the SD card. The microdrone prevents overwriting ofthe lastflight on the SD card. Errormessage in mdCockpit'sterminal dialogues: "possible lostflight data"

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### md4-1000 4.1.3. Switching functions ofthe remote control The switches L, N, 0, J and button M have no direct relation to piloting the microdrone. The 0 switch is for teacher/student operation. 0 allows you to switch controls.

Functions ofswitches I and G: Switch position Iforward/up I back/down Iforward/up and press button H
Switch position G forward/up G in middle position G back/down Gforward/up whilst pressing the H button G back/down whilst pressing the H button I, G and H are important during flight.

The H button is on the side behind switch J (see red arrow).
They open up a host of possibilities to the user as shown in the table below.

Function Take photo (only during manual control) Take photo deactivated Optical 3x zoom: 1.0x, 1.7x, 3.0x Depends on type ofcamera. Function DPH active (from version 2.8) Static GPS position hold Teach-in function Activate waypoint Homing function when Homing via RCswitch has been activated Button H in combination with the control sticks The H button has other functions in addition to the functions provided in combination with switches I and G. The four servos can be controlled by pressing the H button and using the control sticks at the same time. The left control stick is used to adjust servos 1and 2. Moving the control stick up or down adjusts servo 1, which adjusts the pitch of the camera mount. Moving the control stick to the right or left affects servo 2, which adjusts the roll angle ofthe camera mount. The right control stick in combination with the depressed H button controls auxiliary servos 3 and 4, which are currently unassigned. Iffirmware/hardware is installed , pressing the H-Button for more than 1 Os switches flight lights on/off.

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### md4-1000 4.2. Remote control settings The following chapter contains a few settings of the Royal pro 9 made by Multiplex that we currently use. Please see the manufacturer's operating instructions concerning the diverse settings that can be made. The menu structure is very user-friendly and well structured, making programming and operating the transmitter much easier. 4.2.1. Trim ofthe control sticks

Picture: Allocation ofthe trim switches

Picture: Royal pro9 display The trim for both control sticks (i.e. the value in the central position) must always be at neutral to operate the microdrone. The stylized bars on the display ofthe Royal pro 9 (see picture below) shows this value. You can change this setting with the four cross-like buttons under the control sticks (see circles in adjacent picture). You can see when the neutral position has been reached on the display, and a sound is also emitted.



### .&. WARNING: Only start when the trim is in the neutral position, otherwise the microdrone will assume that the operator is sending a permanent control command and will therefore turn off GPS position hold. If the voltage of the transmitter battery is under 7.2, itshould be charged immediately.

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### md4-1000

4.2.2. RC channel selection 

# ' 

# -

A8C1 Hold down the 'Spanner- ABC1' button and then turn on the transmitter to change the channel.

Then release the button and setthe desired channel using the rotary knob on the top right ofthe transmitter.

- The channel has to be confirmed using the wide enter button in the middle of the button field. The channel is activated once the transmitter is turned back on.

4.2.3. Switching between display pages 1-#0 

# - • Press the bottom right button "/-#0" to switch between pages on the LC display. This switches between the voltage and trim display, the status screen and the countdown timer

.

4.2.4. Resetting the timerto 30 min 

### vwxa 

# - REV/CLR You can use this button to reset the timer. Once the F motorswitch has been pushed forward, the timer begins and counts down from 30 minutes. You should do this each time you land.

4.2.5. Teacher/student operation The Royal pro 9 allows teacher/student operation (see Royal pro 9 handbook). Two pro 9 transmitters are used at the same time for this. You can switch between the controls using the 0 switch. A cable has to connect the transmitters to do this (see picture). Ensure that the connection plugs for the teacher and student transmitters are the right way around. The transmitters must be set to teacher/student operation (see Royal pro 9 handbook). The easiest way to do this is to use software available from microdrones that can be put onto the transmitters via a cable. This allows a beginnerto be taught by an experienced operator, and by moving the 0 switch the teacher can regain control.

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### 1 md4-1000 4.3. Charging the remote control transmitter A separate charger is used to charge the remote control transmitter. It should be charged at the latest when a value of 7.2-7.3 V is shown on the voltage display. You get to the voltage display by pressing the bottom right button "1-#0". Charging overnight is easily enough to recharge the NiMh battery of the transmitter. Insert the round plug into the charging socket on the back ofthe transmitter for this purpose. Caution: Pay attention to the nose of the plug to prevent voltage reversal.
4.4. Bleeps ofthe remote control Once the motors have been activated using the F switch , a countdown begins on the transmitter and a sound is emitted on reaching everyfull minute. This is simply a signal for the operator to make managing the flight time easier. Once the time is up, a constant warning sound is emitted. You now have to land as a matter of urgency, and replace the battery immediately after landing.
4.5. The antenna ofthe hand transmitter CAUTION: The transmitterantenna must be completelyextended during flight. The antenna should not point towards the microdrone as this is the weakest orientation thus reducing range (so do not fly the microdrone over your head). You should align the antenna so it is parallel to the antenna of the microdrone. The swivel mechanism ofthe antenna can be unlocked by pulling the antenna slightly and then bent up.
4.6. Technical data ofthe hand-held transmitter Multiplex Royal pro 9 hand-held transmitter Transmission type Switchable FM I PPM or FM I M-PCM with 10 kHz spacing Modulator HF module synthesizer HFM-S Servo impulseformat MPX 1.6 +1- 0.55 ms Energy supply Powerconsumption Charging current Operating temperature Storage temperature Charging temperature Weight Dimensions (L x W x H) UNI 1.5 +1- 0.55 ms 7.2 V, NiMH 6 cells, AA, <50 rnA without HF emission -250 rnA with HF emission Max. 1.4 A (quick charge) 210 rnA (normal charge) -15 octo 55 oc -20 oc to 60 oc 0 octo4 ooc Approx. 900 g (with battery) 220x270x60 mm

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### md4-1000 5. Camera 5.1. Camera suspension systems There is a suspension system made from CFRP for every camera type that is put into position on the under side ofthe microdrone.

The above picture shows an Olympus camera with the standard mount for our microdrone. All camera mounts have a remote control servomotorthat enables a pitch angle ofthe optical axis ofabout 0-90°. To control the pitch angle, hold down button H on the right ofthe remote control and now move the left control stick forwards and backwards (otherwise used to adjust the height (throttle) ofthe microdrone). You must keep the H button depressed all the time, otherwise you will change the altitude of the microdrone.

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### md4-1000
This special camera mount, shown on the picture below, has two servos. These two servos allow you to adjustthe roll and pitch angles. The camera mount is not part ofthe standard range and can be purchased separately.

The camera mount is controlled by pressing the H button and operating the left control stick. Moving the control stick up or down alters the angle ofinclination. Whilst moving the control stick to the right or leftchanges the roll angle. Connecting the servos is explained in the chapter The servo connections ofthe md4-1000. Please note: Do not attempt to adjust the camera angle by hand, otherwise you might irreparably damagethe delicatetransmission ofthe servo.

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### 1 md4-1000 5.2. Olympus camera The Olympus Pen E-P2 is currently the standard camera we offerwith our system.

• HD video
• Good picture quality • High-quality multimedia tool for photos and filming
• Classic design
• High flexibility

• Comprehensive photo functions and integrated picture stabiliser

Technical data: Olympus Pen E-P2 Resolution

Colourdepth Sensor File format Compatible with removable datastorage media Connection to computer Otherconnections Powersupply Focussing Exposure times
DimensionsW x H x D Weight 4,032 x 3,024 pixels 3,200 x 2,400 pixels 2,560 x 1,920 pixels 1,600 x 1,200 pixels

640 x 480 pixels 24 Bit (16.7 million colours) for JPG format 17.3 x 13 mm LiveMOS-Chip with 12,300,000 pixels JPEG (.jpg), AVI-Video(.avi), WAV and RAW SO card (SDHC-compatible) USB interface (version 2.0 hi-speed) Audio output, HDMI, accessory port (also for optional microphone adapter and supplied viewfinder) 1x lithium ion battery, camera-specific (1, 150 mAh; 7.2 V) Type: BLS-1 Autofocus and manual focus 1/4000s to 2s (automatic) 1/4000s to 60s (manual) 1 I 180s to 60s (with flash) 120 mm x 70 mm x 35 mm 370 g (ready for operation)

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### md4-1000 5.3. Full HD Sony HDR-CX 740 VE camcorder The picture shows a Full HD camcorder with universal mount.

• High definition 3MOS camcorder
• 3MOS camera system and progressive recording 1080/SOp
• Lens with 1 Ox optical/120x intelligent zoom and XXmm wide angle
• 30 compatible (optional converter)

Technical data: Sony HDR-CX740VE Picture sensortype Pixels Optical/digital zoom Focal length Picture stabiliser Display Recording format Recording standards Audio recording format Storage medium Photo picture size 16:9 (pixels) Dimensions (W x H x D) Weight Exmor RTM CMOS sensor, type 1/2.88 (6.3 mm) Approx. 6.14 mill. pixels (16:9); approx. 4.6 mill. pixels (4:3) 10x/120x intelligent 3.8-38.0 mm Balanced optical SteadyShotTM with active mode (wide angle to tele) Xtra Fine LCDTM display with TruBiackTM technology, 7.5 em (921 ,000 pixels) AVCHD: Full HD 1920x 1080 (SOp /50i); iFrame: 540/25p 1080/SOp (28Mbps), HA (17Mbps), HG (13Mbps), HN (9Mbps); HE (5Mbps), iFrame Dolby-Digital 5.1 channel SD/SDHC/SDXC card (min. class2) Max. 24.1 mega pixels (JPEG; 6544 x 3680) 67.5 x 73.5 x 137.5 mm Approx. 555 g without battery

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### md4-1000 5.4.

## ceo daylight camera

5.5. Dawn (near

### IR) camera

5.6. Thermographic camera The CCD daylight camera is a video camera without recording unit. So it doesn't have a battery or storage card. It sends the video live to the ground station. The focus cannot be adjusted. The stream is recorded using the application software (e.g. mdCockpit) on the notebook.

The dusk or dawn camera is a video camera for taking night pictures where light levels are very low. It does not have a recording unit, so is used for live transmissions. It doesn't have a battery or storage card. The video is sent live to the ground station. The focus cannot be adjusted. The stream is recorded using the application software on the notebook.

The thermographic camera is like a conventional camera that takes pictures, though is sensitive to infra-red light. Thermography is a process that visualizes heat radiation (medium infra-red) invisible to the human eye emanating from an object or body. Thermography records and represents temperature distributions on surfaces and objects. It sends the video live to the ground station.

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### md4-1000 6. The base station 6.1. Connections and functionality

The operating panel of the base station is shown on the right.

You choose one of the three power supplies by inserting the power cable, car cable or battery. The station is switched on using the switch at the top on the left. Depending on the power supply, the corresponding LED lights up.

The base station can also charge the LiPo battery. The picture on the left shows the base station we use. The base station receives the video and telemetry signals of the microdrone.

The signals received are prepared for use with a PC.

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### md4-1000

The coloured connection cables of the antenna are connected to the corresponding cinch connections. The sockets Audio 1 and Audio 2 receive the telemetry data and the Video in socket receives the video signal. The video signal is sent to a notebook via USB. The second USB connection, downlink, provides the notebookwith the telemetry signal. Using appropriate software (mdCockpit) the telemetry can be processed and displayed by the PC in real time.

Both Video outconnections allowthe userto pick up the video signal using external devices, e.g. with a projector orvideo glasses. Video glasses allow the operatorto fly the microdrone as if he were in the cockpit himself. The small display shows the current battery level ofthe base station in percent. The OATA LED lights up as soon as data are received. The AC, 12V or BATT LED tells the user which power supply is operating the base station. Normally the best available power supply is used.

The base station can be connected to a 100-240 V AC mains socket, a 12 V car power supply or power is provided by a battery whose connection is under the cover. The 12V DC out socket is the power supply for the digital receiver. CAUTION: Newer vehicles, vans or lorries might have other on-board voltages (e.g. 24 V). Always check the operating instructions of the vehicle to avoid damaging the base station.

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## 1 md4-1000 6.2. Charging the base station

The battery will be fully charged after one hourat most and can then be removed.
If storing for a long period, the battery should be about 60% charged. Only batteries that have completely cooled down are permitted to be charged.

Caution: Constantly monitorthe charging process! The battery can only be charged by connecting to the AC mains or 12 V car power supply.
To do so, insert the battery into the charging slot inside the case and switch on the charger (see adjacent picture).

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### md4-1000 7.0. The flight battery Lithium polymer batteries currently have the highest energy density and so are the best choice for our system. However, due to fluctuations caused by manufacture, the internal resistance and capacity of each individual cell can vary. In addition, low temperatures, battery age and difficult flight conditions could cause the voltage of the battery to dip unexpectedly. Therefore, always monitor the voltage display, e.g. using mdCockpit.

Picture: LiPo battery microdrones selects the cells and matches each individual batteryfor quality-assurance purposes. The LiPo battery (picture) consists of individual cells and has a rated voltage of 22.2 V and a capacity of 13 Ah. The maximum voltage is 25.2 V. This battery type is used in the md4-1000 system to operate the microdrone. It is charged using a charger that is in a separate charging case.

7.1. Safety and care information on the battery
The batteries should only be operated and stored at room temperature. So iftemperatures are low, make sure the batteries get up to room temperature (20-40

### oc, inner pocket ofjacket) for at least 3 hours before use. The voltage of cold batteries could drop suddenly and cause the microdrone to crash. Avoid short-circuiting the battery contacts. Coins or keys in your pocket or putting a battery onto wet grass is enough to short circuit it. If storing the battery for a long time, it should be at least 60% charged. The easiest way to check this is to use the charger orthe mdCockpit voltage display. Ifyou can hearthe battery warning during flight, then you should land straight away. The battery should not be drained to less than 21 V to keep it in good condition and so it has a long life. Immediately remove the battery from the microdrone after landing. Avoid exposing the microdrone to direct sunlight for long periods as otherwise the temperature specifications ofthe electronics and battery might be exceeded and cause malfunctions. You can only take off ifthe battery is completely charged. Used batteries must be stored in the microdrone box so that they cannot be confused with others. Crashes and hard landings are caused by a lack ofpower. New batteries do not perform at their full power immediately. Therefore, you should end the first flight with a new battery after ten minutes and then, as always, only charge the battery after it has cooled down. A battery that is not completely discharged can be charged many more times during its life than a battery that is often completely drained. Batteries wear, just as car tyres do. They do not last forever and have to be replaced from time to time. However, ifyou treatthem well, you can increase their life considerably.

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### 1 md4-1000 7.2. The charging case

The red wire is the positive connection, the blackwire is negative. The connection in the middle is the balancer connection. This connection ensures that all the individual battery cells are completely and uniformly charged. The balancer connection is required to ensure the charging process runs correctly. The picture on the left shows the charging case we sell. Two batteries can be charged at the same time.
• Input 115-240 VAG I 50-60Hz • Output 20 VDC
- 20 A for every charger.

Caution: Do not shut the charging case during charging!

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### 1 md4-1000 7.2.1. Connection ofthe battery to the charging case

First connect the earth (black wire) of the charging case to the battery.

Then establish the positive connection (red wire).

Finally, connect the balancer to the battery. The balancer connection ensures the individual cells charge uniformly. It also checks the cells when charging and discharging.

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### md4-1000 8. Safety procedures
microdrones md4-1000 are protected against several kinds of hazards. The behavior ofthe systems was tested in many different emergency situations. The following chapter gives an overviewofthe tested situations. Situation: Command & Control (C&C) signal reception is bad or lost. Behavior: The microdrone will enter GPS Position Hold immediately and tryto reacquire the signal for an adjustable amount oftime (30s by default). Ifthat time runs out, the microdrone will either enter emergency landing with a descent speed of O,Smls or go into homing mode, depending on the user's settings. Homing mode will align the microdrone with the operator's line of sight, climb to a predefined minimum altitude (30m by default), return to the take-off position in a straight line and finally

- if the C&C could not be recovered during the whole procedure
- enter emergency landing at the take-off position. If C&C is recovered during homing or landing the procedure is interrupted and the operator has full control overthe craft. Situation: GPS signal reception is bad or lost. Behavior: Flight control will revert to inertial navigation mode. The stabilization system of the microdrone is still active. The operator is notified by textual, graphic and spoken messages about the situation and has to hold position manually. GPS Position Hold kicks in again as soon as the signal quality is backto normal. Situation: Command & Control (C&C) and GPS signal reception is bad or lost simultaneously. Behavior: The microdrone will immediately enter emergency landing with a descent speed of O,Smls .If C&C is recovered the emergency landing is interrupted and the behavior ofthe situation "GPS signal reception is bad or lost" applies. IfGPS is recovered the emergency landing is interrupted and the behavior ofthe situation "Command & Control (C&C) signal reception is bad or lost" applies. Situation: Virtual Fence is being approached or reached. Behavior: The microdrone slows down and finally stops, ifthe operator continuously flies in a direction in which he would leave the approved air space volume. GPS Position Hold stays in effect until the operator commands the microdrone back towards the innercircle ofthe virtual fence. Situation: Flight reaches critical speed. Behavior: If the microdrone's speed increases to critical speeds the operator will be informed to immediately slow down the craft. The messages get more insistent, if the speed is not reduced. The best solution to resolve the situation is to let go of the controls and have the microdrone's GPS Position Hold stabilize the flight. In case GPS is not present the operator has to find the right maneuvers on his own to resolve that situation as soon as possible.

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## • Operators handbook 1 

### md4-1000 Situation: Flight reaches critical pitch or roll angle. Behavior: Pitch or roll angles above 40° are a potential risk. As soon as the microdrone's attitude approaches a critical angle in at least one axis the operator will be informed by spoken message. The best solution to resolve the situation is to let go of the controls and have the microdrone's GPS Position Hold stabilize the flight. In case GPS is not present the operator has to find the right maneuvers on his own to resolve that situation as soon as possible. Situation: Flight under increasing wind speeds. Behavior: The operator is notified by textual, graphic and spoken messages about the current wind speed. Critical conditions are marked as such. Especially the approach of maximal motor load, high pitch and roll angles are also reported in this situation. In case oftoo much wind the operator hasto land the system immediately. Situation: Flight reaches critical altitude and/or distance. Behavior: The drones distance and altitude can always be read on the base station screen. In regular intervals also a spoken message informs about the current readouts. If one ofthese values reaches a critical level, the operator is immediately informed by spoken message. Situation: Motor power reaches its limit. Behavior: The poweroutput ofevery individual motor is monitored continuously. The operator is informed by spoken message, if one or more motors approach their performance limit in case ofpayload overweightor critical wind speeds. Situation: A rotor blade collides with an obstacle. Behavior: Motor power is cut immediately. Motor control will intermittingly try to restart the motorwith low power. Only ifthe obstacle is gone and the rotor blade turns freely full power is applied again. Situation: Battery consumption in flight. Behavior: During normal flight the battery voltage is constantly monitored by the base station. The state ofthe battery is communicated alphanumerically, graphically and through spoken messages. Readouts and messages include current battery level, estimated flight time remaining, "bingo" warning, which indicates the moment when the remaining battery power is just enough to comfortably and safely return home. Situation: The microdrone is powered upwith an insufficientlycharged battery. Behavior: Always during startup and after landing the voltage ofthe battery is checked. If it is not sufficient for sustained flight the microdrone enters an error state, blocking (another) take-off.

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### 1 md4-1000 Situation: Battery is depleted belowwarning voltage during flight. Behavior: The microdrone employs two battery voltage warning levels, which are by default 20,6V/20,1V. As soon as the voltage falls below the first threshold, the microdrone refuses to gain more altitude. Only horizontal or descending movements are allowed. If the operator does not touch down before the voltage falls below the second threshold, the microdrone will descend on its own with a speed of O,Smls and the operator can only influence the horizontal position or accelerate the descent. The status is constantly announced by the Base Station in textual, graphic and spoken messages. Situation: Unusual vibrations are detected. Behavior: During the post-flight check of the flight recorder, acceleration sensor data is checked for unusual vibrations to detect body damage or loose screws in an early stage and prevent subsequent problems before they arise. Situation: microdrone automaticallystarts to spinwild and uncontrollably Behavior: This can indicate a faulty component within the Navigation System which can lead to a crash. The operator has to turn the "G" switch to PH (center position) immediately. He has to take over manual control with movements of more than + I -5% and immediately land the system. Depending on the firmware pulling the E-Siider up to switch ofGPS completely is an alternative method. If both does not help the operator has to decide to initiate an emergency shutdown with F-Siider down and Throttle full down to initiate a controlled crash landing ifthe expected crash-zone is save to do so.

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# FLIGHT OPERATIONS MANUAL



# ASYMMETRIC TECHNOLOGIES"THE MANUAL" 

## v2.6 9/30/2014 Small Unmanned Aerial System Flight Operations Procedures and Policies 

## Table ofContents Amendment Record Section 1: Purpose Section 2: Small Unmanned Aerial System Description Section 3: Safety Management System Section 4: Flight Training and Certification/Re-Certification Section 5: sUAS Maintenance Procedures Section 6: Flight Operations Section 7: Privacy AppendixA: Risk ManagementTool Appendix 8: Example Aircraft Maintenance Log Appendix C: ExampleAircraft Flight Log Appendix D: Example Crewmember Log


## Amendment Record

Amendment Amendment 

### # Date Description ofAmendment

Asymmetric Technologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 

### 1 2 5 

### 8 11 13 15 23 24 

### 25 26 27

1of27Section 1: Purpose 1.1 General 

## v2.6 9/30/2014

This manual contains guidance and policyto ensure safety and efficiency in operating small Unmanned Aerial Systems (sUAS) for business purposes. This manual covers the following topics:
• sUAS System Overview • Safety Procedures • Flight Training and Certification • sUAS Maintenance Procedures • Flight Operations • Privacy Policy Asymmetric Technologies (AT) encourages feedback and suggestions on improving policies and procedures outlined in this manual to enhance the overall safety offlight operations. 1.2Distribution A copy ofthis manual will be supplied to the following: • Each aircraft operated by this company • Each crew member (team leader, pilot and visual observer) who will fly a sUAS operated by this company • UAS Services Director • AT CEO/President 1.3 Definitions Ground Control Station (GCS)
- the land- orsea-based control centerthat provides the facilities for human control of unmanned vehicles in the air or in space. Payload- the sensors, instruments, orequipment carried bythe UAV. Pilot in Command (PIC)
- Ultimately responsible for the flight operations and solely responsible for input ofcommands/piloting ofthe UAVduring flight. Small Unmanned Aerial System- FAA class designation fora UAS that weighs less than 55 pounds. Sterile Area
- the geographic confines ofthe flight operations, typically 500m from the PIC flight position and no more than 400ftAGL. AT must be able to control access to, and activities within, the sterile area so that we can ensure the safety ofall personnel, equipment and facilities. Team Leader- supervises all ground and air operations during flight, the team leaderensures that the operations area remains secured and both PIC and visual observer are not interrupted.

Asymmetric Technologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 2 of27

## v2.6 9/30/2014 Unmanned Aerial System (UAS)
- the unmanned aircraft (UA) and all ofthe associated support equipment, control station, data links, telemetry, communications and navigation equipment, etc., necessaryto operate the unmanned aircraft. Unmanned Aerial Vehicle (UAV)
- the flying portion ofthe system, flown by a pilot via a ground control system, orautonomouslythrough use ofan on-board computer, communication links and any additional equipmentthat is necessaryforthe UAto operate safely. Commonly known as a drone and referred to as a Remotely Piloted Aircraft (RPA) bythe International Civil Aviation Organization (ICAO). Visual Line ofSight (VLOS)- An operation in which the UAS pilot orvisual observer maintains direct unaided visual contactwith the remotely-piloted aircraft Visual Observer (VO)- maintain visual observation ofthe UAVwhile it is in flight and alertthe PIC of any conditions (obstructions, terrain, structures, airtraffic, weather, etc.) which affect the safety of flight. Additionally, the observerwill be responsible for all aviation related communications required by FARs. 1.3Manual Deviations All personnel directly involved with operation ofsUAS owned, leased, or borrowed by the company shall be familiarwith the flight operations manual. All UAS operations will be conducted in accordance with all applicable FARs, local and national laws, manufacturers' aircraft manuals/limitations and this manual. Deviations from this manual are permitted in the interest ofsafetywhen it is necessaryto protect crew members, bystanders and aircraft. 1.4Code ofConduct Asymmetric Technologies is committed to the integration of UAS into a wide variety ofpublic and private applications. The nature of UAS and the environments in which they will operate, when not managed properly, can and will create issues that need to be addressed. The future of UAS is directly linked to the responsible and safe use ofthese systems. We are obligated to conduct ouroperations in a safe mannerthat minimizes risk and instills confidence in oursystems. As such, AT is committed to upholding the Association of Unmanned Vehicles International "Unmanned Aircraft Systems Industry Code ofConduct," found at http://www.auvsi.org/conduct. The code is built on three specificthemes: Safety, Professionalism, and Respect. Each theme represent a "common sense" approach to UAS operations and address many ofthe concerns expressed bythe public and regulators. This code is meantto provide our company a convenient checklist for operations and a means to demonstrate ourobligation to supporting the growth ofour industry in a safe and responsible manner. By adopting this Code, AT commits to the following: Safety • We will not operate UAS in a mannerthat presents undue risk to persons orproperty on the surface or in the air. • Wewill ensure UAS will be piloted by individuals who are properly trained and competent to operate the vehicle or its systems. Asymmetric Technologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 3 of27

## v2.6 9/30/2014 • Wewill ensure UAS flights will be conducted only afterathorough assessment of risks associated with the activity. This risks assessmentwill include, but is not limited to: o Weather conditions relative to the performance capability ofthe system o Identification of normally anticipated failure modes (lost link, power plantfailures, loss ofcontrol, etc) and consequences ofthe failures o Crewfitness forflight operations o Overlying airspace, compliance with aviation regulations as appropriate to the operation, and off-nominal procedures o Communication, command, control, and payload frequency spectrum requirements o Reliability, performance, and airworthiness to established standards Professionalism • Wewill complywith all federal, state, and local laws, ordinances, covenants, and restrictions as they relate to UAS operations. • Wewill operate oursystems as responsible members ofthe aviation community. • We will be responsive to the needs ofthe public. • Wewill cooperate fully with federal, state, and local authorities in response to emergency deployments, mishap investigations, and media relations. • We will establish contingency plans for all anticipated off-nominal events and share them openlywith all appropriate authorities. Respect • Wewill respect the rights ofother users ofthe airspace. • We will respect the privacy ofindividuals. • Wewill respect the concerns ofthe public as they relate to unmanned aircraft operations. • Wewill support improving public awareness and education on the operation of UAS. It is incumbent upon us to hold ourselves and each otherto a high professional and ethical standard. As with any revolutionary technology, there will be mishaps and abuses; however, in orderto operate safely and gain public acceptance and trust, we should all act in accordance with these guiding themes and do so in an open and transparent manner.

Asymmetric Technologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 4 of27Section 2: Small Unmanned Aerial System Description

2.1 md4-1000 Overview v 2.6 9/30/2014

The md4-1000 Unmanned Aerial System is a miniatures Vertical Take-Offand Landing (VTOL) aircraft. It can fly by remote control or automatically using proprietaryway point navigation software. The md4-1 000 UAS consist ofa carbon fiber body, has an optimized flying time of88 minutes, and can carry a payload of 1200g (3.2 pounds). The UAV has aflight data recorder on board, storing over 100 differentvalues and status information up to 125 times persecond on an internal micro SO card. It can handle a data volume ofup to 32 KB persecond, and provides an effective tool for diagnosis and analysis oftechnical malfunction and operatorerror. The handheld Remote Control
- Transmitter allows fortotal flight control ofthe aircraft, and includes a basictelemetry display. Operating on a 920 MHzfrequency, the handheld unit allows command flight ofthe aircraft up to 500m and is the primaryflight control used bythe UAV pilot. The Ground Control Station (GCS) is a 2.4 GHz analogue reception unit designed to receive video and telemetric data on the ground. The telemetric data can be displayed easilywith the flight control software, and includes battery level, signal quality, position, altitude, GPS-position, and flight time. 2.2 Physical Characteristics Measurements
- • Width
- 40.5 inches (103 em) • Height- 19.5 inches (49.5 em) Mass- • Vehicle
- 2.65 Kg (5.8 lbs) • Payload Max- 1.2 Kg (2.6 lbs) • MaxWeight- 3.85Kg (8.5 lbs) Fuel- 6 cell Lithium Polymer Battery, 22.2V, 12.2 aH Landing style/type
- vertical take-offand landing Propulsion System • Engines
- flat core motors • Batteries- Lithium Polymer 6s2p
AsymmetricTechnologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 5 of27

### 2.3 Performance Characteristics Maximum Altitude
- 3,280 feet (1 ,000 m) Take-offAltitude- 1,312 feet (400m) ASL Maximum Endurance
- 88 minutes at 500g payload Maximum Range
- 1,640 feet (500m) with RC Controller Weather Minimums
- • Winds Maximums
- 39 ft/s (12.0 m/s) v 2.6 9/30/2014

• Minimum Ceiling
- 500 feet (150m) (to provide additional 100 ft zone ofsafety able flight operations) • Minimum visibility- 1300 ft (400m) visibility • Icing Conditions
- no icing conditions • Precipitation
- no visible moisture 

### 2.4 Command and Control Systems- The md4-1000 Ground Control station allows the operator simultaneous control over aircraft and payloads. The touch screen control allows for quick navigation and data entrywhile the display screen provides all essential flight data to the operator. Telemetry data is transmitted to the command station at least once persecond. Displayed on GCS: • UA V Position • Navigation Route • UA V Altitude • UAV Heading • Range to Target (when using waypoint navigation) • Date/time • Sensor heading and orientation relative to UAV 

### 2.5 Onboard Flight Instruments
- The UAV is equipped with an Inertial Navigation System (3axis gyroscope, 3axis magnetometer, and GPS receiver) 

### 2.6 On-board computersystems- The UAV is equipped onboard computer systems to monitor (sensors, battery, etc.), control (speeds, altitude, position, etc.), and communicate (control, telemetry, etc.). 

### 2.7 Onboard guidance and navigation equipment- The UAV can operate autonomously; itdoes not require any input from ground based equipment, orfrom the pilot to hover in place. 

### 2.8 Frequency Allocations- 920 MHz, 2.4 GHz, and 5.8 GHz 

### 2.9 Flighttermination link
- to prevent a "fly away" or other potentially dangerous situation a flight termination link is available to the operator atthe GCS. 

### 2.10 Takeoffand Landing- The md4-1000 has the capabilityfor autonomous launch and recovery. A Landing Zone "LZ" is designated by the operators and identified in the GCS software. For launch procedures the aircraftwill takeoffand hover3 meters directly above the LZ and hold until further operator instruction is given. For landing procedures the aircraft can fly to a designated landing point, hover 3 meters directly above the LZ and then begin a controlled descent. Because ofground effects, it is preferable, when feasible, that the pilot conduct landing procedures. The aircraftwill automatically adjustforwind during this period. Asymmetric Technologies, LLC 1395 GrandviewAve, Ste 3

Columbus, OH 43212 6 of27

## v2.6 9/30/2014 

### 2.11 Navigation System -Specific maps can be downloaded to the display screen (such as airsectional and geographic maps) which are overlaid with GPS positional data. Waypoints can be created before and during flight operation creating specific locations and sequences for the aircraft. 

### 2.12 Redundant Systems -The sUAS combines the inputfrom a multitude ofsensors. Even though the data from all sensors is required for optimal system performance, a single sensor malfunction is likelyto result in degraded performance ratherthan leading to a catastrophic failure. 

### 2.13 Security- The system and communication links are encrypted bythe manufacturers proprietary software.

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### 7 of27Section 3: Safety Management System 3.1 General 

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A safety management system (SMS) is the process by which AT identifies the hazards and associated risks that are inherent in flight operations, assesses them and eliminates them ordevelops appropriate mitigations to reduce the associated risk to an acceptable level. The mitigations are then implemented and tracked to ensure they are appropriate and effective. All ofthis is carried out in a policyframework so as to achieve specified safety management goals and objectives. 3.2 Purpose The purpose ofthe SMS is to manage safety proactively and effectively by integrating control of risk into normal day-to-day business practices. This is done by: • Obtaining consent and optimal UAS and human performance • Identifying and managing safety risks specificto AT • Actively supporting the SMS 

### 3.3 Safety Policy While utilizing sUAS for business is a productive component ofAT, it is not its primaryfocus. AT leaders are uniquelysusceptible to being distracted with non-flying responsibilities, thoughts, pressures and commitments that mightjeopardize safety. Safety is an important operating principle and an essential part to all measurements ofsuccess at AT. Aviation safety in particular is the responsibility of the AT Director of UAS Services, as well as the sUAS crew. SMS is the cornerstone ofthis flight operations manual and forms the core ofAT's safety efforts towards flying excellence. Risk mitigation to the lowest possible level is the target ofall AT operations. 3.4 Safety Risk Management(SRM) Performance Goals The PIC is thejudge as to whetherthe aircraft shall take-off and where it shall land, taking into account all factors ofhis or hercurrent qualifications and personal condition for the envisioned flight. Furthermore, the PIC is responsible for determining thatthe aircraft is currently airworthy and thatthe operating area, airspace and weather conditions are within legal and acceptable parameters. The PIC will exercise this responsibility effectively and will use all available resources to make appropriate and effectively conservative decisions. Each PIC will perform their duties giving primary concern fortheir own safety aswell as fellow employees, customers, property and equipment involved in or nearflight operations. The PIC will determinethe applicable risks and mitigations throughout the mission planning and execution phases by using this manual as guidance, to include completion ofthe Risk ManagementTool (AppendixA). The Risk ManagementTool (RMT) is designed to be used before each flight to mitigate associated risk to the lowest possible level

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### 3.5 Crew Endurance Management 

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Crew endurance is an integral part ofthe overall SMS. It is used to control risks due to sleep deprivation orfatigue and to prescribe thresholds to trigger decisions whetherto accept those risks. This program is implemented to ensure that personnel operating/servicing AT equipment, planning operations, and making critical decisions are alert and not degraded byfatigue. The Team Leader is responsible forensuring fatigue is controlled oreliminated as a risk factor in all operations. The duty dayforAT crew members begins when he or he arrives atwork, regardless of whether or not thatwork is related to aviation, and terminates upon completion ofthe lastflight ofthe day. No crew member mayfly more than 8 hours offlight time within any 24 hour period. No pilot crew member may perform a duty day in excess of 14 hours, and any duty day of 14 consecutive hours must be followed by a rest period ofat least 12 hours before conducting anotherflight. Crew members will immediately inform their supervisorwhen they have participated in activities or received treatmentforwhich flying restrictions may be appropriate. This includes • Any medical ordental procedure requiring use ofmedication afterthe treatment. • Any medical ordental procedure requiring use ofany type ofanesthesia orsedation. • Treatment by mental health professionals, including but not limited to psychological, social, psychiatric, alcohol, orsubstance abuse counseling. • Any chiropractic orosteopathic manipulative treatment. • Any treatment given by a homeopath, naturopath, herbalist, or practitioner ofothertypes ofalternative medicine. • Anyemergency room or urgent care visits. 

### 3.6 Violations, Incidentand Accident Handling -Anyviolation, incident oraccidentwill be reported to • AT Corporate Headquarters • Local Authorities, ifappropriate • The Flight Standards District Office for the FAA region in which the alleged violation took place. 

### 3.6.1 Violations- Anyviolation of FAA, International Civil Aviation Organization (ICAO), and/or any other pertinent aviation regulation will be reported. Any person witnessing or involved in a flight violation will report the violation as soon as possible. 

### 3.6.2 Incidents/Accidents- Incidents are aviolation ofATflight operations policies and procedures or FAA regulations that could have resulted in injuryto a person, damage to property, ordamage or loss ofthe aircraft. An accident is an event in which resulted in the injury ofa person/s, damage to property, and/ordamage orloss ofthe aircraft. 

### 3.6.3 Priority During a Violation, Incident orAccident- During an incident/accident, efforts will be focused on: Minimizing risk to life; Care forthe injured; Protect property. Notifications
- The following notifications will be made as soon as practical: • Contact emergency personnel (Fire Rescue) ifnecessary Asymmetric Technologies, LLC

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### v2.6 9/30/2014 • Once personnel and equipment are accounted for and the incident has been stabilized, notify AT Corporate Headquarters immediate • Notify FAA and /or National Transportation Safety Board as necessary • Notify appropriate Law Enforcement (ifappropriate) 

### 3.6.4 Investigation- The initial investigation will be conducted byAT supervisory personnel. Followup investigation will be conducted bythe appropriate agency ordepartment. 

### 3.6.4.1 Information reported- To report an alleged violation, incidentor accident use a letter or memorandum format. When reporting an alleged violation, incident oraccident as much information as possible should be given, to include- • Type and make ofaircraft and/or UA. • Tail number • Name ofthe Team Leader • Time and date the alleged violation occurred. • Description ofalleged violation, including

### a Specific reference to regulations violated. o Whathappened? o Where the alleged violation occurred. • Name and phone numberofthe individual reporting the alleged violation, incident oraccident • Names, addresses, and phone numbers ofadditional witnesses, ifany. • Other pertinent information. 

### 3.6.4.2 Privacy Concerns
- Names ofcrew members involved in actual or alleged violations, incidents oraccidentswill be treated as restricted information and not be released to the public orany agency outside the reporting organizations, except by properauthority. Any person receiving requests for names ofcrew members ofAT crew members should directsuch inquiries to the President and CEO.

Asymmetric Technologies, LLC 1395 GrandviewAve, Ste 3

Columbus, OH 43212 10 of27Section 4: FlightTraining and Certification/Re-Certification 

### v2.6 9/30/2014 OnlyAT employees who have undergone and successfully completed a rigorous competency assessment evaluation will be selected to operate UAS. Operators must demonstrate not only a superior knowledge ofthe technical issues associated with UAS systems, including the full range ofthe capabilities and limitations ofthe aircraft, but also must show sound piloting techniques and the abilityto navigate around structures. In orderto retain theirstatus, AT employees conducting UAS commercial operations must enforce compliance with the company's policy of"working underthe more stringent rule." In addition to their otherqualifications, AT employeeswho operate the UAS will undergo an extensive program of hands on flight training in a simulated operational environment. This training will allowthese employees to gain experience with the specificflight characteristics ofthe UAS priorto any actual commercial operations. 4.1 Crew Manning Minimum crew for each operation will consist ofthe sUAS Pilot, visual observer and team leadersupervising all operations. The sUAS pilot will be Pilot in Command (PIC). The Pilot and Visual Observerwill have been trained in operation of UAS generally and will have received up-to-date information on the particular UAS to be operated, as required in the Manual. The PIC will have logged a minimum of200 flight cycles and 25 hours oftotal time on a UAS rotorcraft. The PIC will also have at least 10 hours logged as an operatoron the UAS to be used forthe mission. The following requirements will applyto any commercial UAS operations conducted by AT: • A pilot-in-command (PIC) will be designated at all times for each flight • The PIC will hold, at a minimum, a Private Pilot's License and a Class 3 Medical certification • The PIC will be directly responsible for, and have final authority overthe operation ofthe UAS • The PIC will not perform concurrent duties as the visual observer • The PIC will be qualified on the UAS- including a minimum of200 flight cycles and 25 hours oftotal time. • The PIC will exercise control overthe UAS as it will not maneuverautonomously. Team Leader: The Team Leader officerwill supervise all ground and air operations. During flight, the team leaderwill ensure that the operations area remains secured and both PIC and observer are not interrupted. Pilot in Command (PIC): The PIC will be ultimately responsible forthe flight operations and solely responsible for input ofcommands/piloting ofthe UAVduring flight. The PIC will be responsible for all actions regarding the UAVto include assembly, and launch preparations. Visual Observer: The visual observer is responsible for GCS assembly, GCS Flight Preparation, GCS Post Flight Procedures, and GCS Disassembly/ Storage. The observerwill maintain a visual observation ofthe AVwhile it is in flight and alert the PIC ofany conditions (obstructions, terrain, structures, airtraffic, weather, etc.) which affect the safety offlight. Additionally, the observerwill be responsible for all aviation related communications required by FARs. To accomplish this effectively, the observer Asymmetric Technologies. LLC

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## v2.6 9/30/2014 will be in close proximityto the PIC to ensure instant relaying ofinformation. The observerwill also assist the Team Leader in completing his functions. 4.2 Flight CrewTraining 4.2.1 Initial Training: Initial sUAS training will be accomplished by manufacturer personnel orAT Instructor Pilots (IP) who have completed a training course established forthis purpose. The initial training course consists ofGround School and Crew Flight Training. 4.2.2 Ground School
- Ground school is classroom based instruction, and will include the following course subjects Current FAA UAS guidelines- including: UAS principles; FederalAviation Regulations; Guidance; Flying Displays; Mandatory occurrence reporting; Organization responsibilities, policies and procedures; Documentation requirements; Accident, incident and investigation handling; terms and terminology Aircraft general knowledge Flight Performance and operational planning Human factors, performance and limitations
- including; good airmanship; medical fitness; ground crew management; air crew management; flight duration and workload; weather and human performance Meteorology Navigation and Map interpretation Operation Flight procedures Communications 4.2.3 Crew FlightTraining -this is a hands on based training exercise with the sUAS and will include an oral and practical exam ofthe following areas: Aviation Law as applied to sUAS R/C and other modes ofoperation Flight preparation Flight operations
- including take-offand landing considerations, handling ofthe aircraft, precision inspection techniques Emergency handling Crew Management Postflight checks Flight documentation 4.3 Proficiency Training -All AT pilots will maintain currency in the sUAS in orderto be readily available for assignment as a sUAS team member. Currencyfor sUAS operations will consist ofthree (3) flight cycles, and five hours offlight time within the last 90 days priorto act as PIC. Ifan AT pilot is not current, they must notify their immediate supervisor and will not be eligible to operate the UAV as PIC (except fortraining purposes) until they regain currency.

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Columbus, OH 43212 12 of27

### Section 5: sUAS Maintenance Procedures 

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The sUAS is nearly maintenance free, it performs automatic pre-flight checks and the failure ofany check will prevent take-off. Checks which cannot be done bythe system will be performed by a qualified operator priorto each flight and following recovery. 

### 5.1 Maintenance 5.1.1 Organizational Maintenance -AT crews will conduct only operator level maintenance, servicing, troubleshooting and repairs (replacing rotors and landing gearon the airframe and software updates and refreshing on the flight control systems). AT crew members will ensure that a tool kit and spare parts are available for deploymentto allow for remedy ofminor issues in the field (e.g. tightening loose screws, replacing antennas, changing pod straps, etc.). Operator maintenance is initiated by Pre-Flight and Post-Flight checklists, which include: • Visual inspection ofthe airframe • Visual inspection ofthe rotor integrity • Check charge ofall batteries (aerial vehicle, command station, and radio repeater station) • Start up and software verification ofthe aircraft, RC controller and GCS 

### 5.1.2 Higher Level Maintenance and Servicing -All other maintenance, servicing, and repairs of the sUAS will be accomplished by Original Equipment Manufacturer (OEM) or in accordance with OEM instructions or procedures. Employees, technicians and authorized subcontractors ofthe manufacturer, thatthey permit to service the sUAS, shall also be allowed to maintain service and repairthe sUAS as necessarywhile acting as agents for the manufacturer. 

### 5.1.3 Maintenance Test Flight- A maintenance test flight, consisting ofone complete flight cycle and at least 20 minutes ofcontrolled flight, will be performed afterany serving or repair ofany component ofthe UAS and annotated in the Aircraft Flight Log. 

### 5.2 Reliability The system is designed for maximum reliability and to maintain performance over its life. The only components experiencing routine wear are rotors, batteries, motors, and landing legs. Battery and motor conditions are monitored by the system with deviations reported to the operator. Contactwith otherobjects during flight may cause other components, particularly rotors, and motor arms, to become damaged. Damaged components are likely to be detected during the full visual inspection ofthe airframe performed before and after each flight. Structural damage affecting flight characteristics will be detected by on-board sensors. The sUAS system detects numerous conditions which may make flying unsafe, such as reduced GPS accuracy, magnetic anomalies, low battery charge, battery cell imbalances, and temperature fluctuations. Automatic preflight checks preventthe sUAS from taking offifsuch conditions are present. If the condition is detected during flight, the system will trigger a Fatal Conditioned Response.
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Columbus, OH 43212 13 of275.3 FaultTolerance 

### v

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The keyfeature ofthe Unmanned Aerial Vehicle (UAV) fault tolerance is its mechanical simplicity. It uses fourfixed pitched rotors, each mounted on a separate motor. No control surfaces orotheractuators are required forthe UAVto fly. Any componentfailure detectable bythe system will be reported to the control station and will cause the UAVto perform a Fatal Condition Response (FCR) or NonFatal Conditioned Response (NFCR), depending on the type offailure. 5.4 Documentation All maintenance actions, including inspections, preventative maintenance, alterations, repairs ad total time ofservice, will be documented byappropriate personnel. Maintenance documentation will be maintained until work is repeated, superseded by otherwork, orfor one (1) yearafterwork is performed. The maintenance logbookwill be maintained on each aircraft and will include: • Aircraft • Aircraft Number • Aircraft Serial Number • Total time in Service o Airframe o Engine o Rotor o Handheld Remote o Ground Control Station • Date ofService • Description ofWork Performed • Remarks • Technician/Mechanic Name • Inspector Name and Signature A logbookwil lalso be kept on each aircraft and include the following information • Aircraft • Aircraft Number • Aircraft Serial Number • Flight Identification • Date of Flight • Time offlight • PIC • Purpose • Remarks An example ofeach log is contained in Appendix 

### 8: Example Aircraft Maintenance Log and Appendix C: ExampleAircraft Flight Log.

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Columbus, OH 43212 14 of27

### Section 6: Flight Operations 6.1 Pre-Flight Operations 6.1.2 Flight Planning 

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### 6.1.2.1 Sterile Area Principle -ATflight operations will be based on the concept ofcreating a safe and secured area ofoperations under control ofthe Pilot in Command (PIC). The sterile area is defined as the geographic confines ofthe flight operations, typically 500m from the PIC flight position and no more than 400ftAGL. AT must be able to control access to, and activities within, the sterile area so thatwe can ensure the safety ofall personnel, equipment and facilities. If, at any time, someone or something enters the sterile area not undercontrol ofthe PIC, the aircraft system must be flown at least 50 meters away from the person orequipment, unless it is uncooperative aircraft, in which the sUAVwill immediately land in timely manner, as dictated by safety considerations. 

### 6.1.2.2 GPS Considerations for Planning -Always plan for having to fly without GPS. GPS is an incredible enabler ofsUAS flight operations, providing critical information to allow the UAV and GCS to maintain superiorflight and navigational control. Unfortunatelythe low altitude nature ofsUAS flights can increase some ofthe majorchallenges associated with using GPS. Accordingly- all flight planning will include a detailed consideration ofGPS issues
- specifically Signal Reflection and Signal Shadowing, and mitigation steps identified. In all cases, regardless ofplanning for GPS considerations, we will always plan flight operations anticipating thatwe will have to fly without GPS. Signal Reflection
- occurs in areas ofhigh relief (urban areas, close to major structures, complexterrain and moist soils) • Impacts to Flight Operations
- Position Accuracy decreases, especially dangerous in narrow street and canyons • Mitigation: use pilot commanded flight, do not rely on way point navigation systems. Horizontal and Vertical distance to obstacles never more than twice indicated accuracy Signal Shadowing
- close vicinity ofhigh relief (tall buildings, canyon walls, forests) • Impacts to Flight Operations
- Decrease position accuracy until aircraft reaches higheraltitude. Could result in control deviations during take-off and landing • Mitigation: ensure designated take-offand landing zones are positioned sufficient distance away from areas ofshadowing. Use a handheld GPS during site recon to ensure chosen location can support accuracy requirements fortake-offand landing operations. Horizontal and vertical distance to obstacles should never more than twice the indicated accuracy 

### 6.1.2.3 Site Survey- AT crew will conduct an assessment ofthe operating site and conditions, including: • The type ofairspace and specific provisions • Other aircraft operations (local airports oroperating areas) • Hazards associated with industrial sites orsuch activities as traffic, gas venting, high-intensity radio transmissions etc. • Local laws and regulations • Obstructions (wires, masts, buildings etc.) AsymmetricTechnologies. LLC

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### v2.6 9/30/2014 • Restricted areas (such as prohibited airspace around prisons, military installations etc.) • Residential and recreational activities • Public access areas • Permission from land owners/authorities required • Likely operating sites and alternatives • Weatherforecasts for planned flight period 

### 6.1.2.4 Notifications and Permissions- During the mission planning process ATwill gain permission and conduct notification ofpending flight operations to the following agencies and individuals: • Local • State • Federal o NOT AM filed at least 72 hours priorto flight. 

### o At leastthree days before flight operations, ATwill submit a plan ofactivities to the local Flight Standards District Office (FSDO), and will include: • Dates and Times ofall flights • Name and phone number ofthe operator ofthe UAS • Name and phone numberofthe Team Leader • Make, model, N-number, and serial numberofthe UAS to be used • Name and certificate ofthe UAS PIGs involved • A statementthat the operator has obtained permission from property owners and/or local officials to conductflight operations (complete list must be available upon request) • Signature ofthe AT executive responsible for flight operations • Description offlight activities, including maps, diagrams, and altitudes essential to conduct the mission All required permission and permits will be obtained from territorial, state, county orcityjurisdictions, including local law enforcement, fire, orother appropriate governmental agencies. Written and/ororal permission from the relevant property holders will be obtained and will be available upon request. 

### 6.1.2.5 Communications -Visual Observer and Pilotwill at all times be able to communicate by voice. The crew will have the abilityto communicate with the local ATC and FDSO as required. 

### 6.1.2.6 Risk Assessment Procedures
- The prevention ofaccidents is based upon conscientious application ofmethodology and techniques used to be cognizant of, or mitigate risk. Planners must not only recognize hazards in the planning process but involve the entire team (flight crew and customer) to assist in the hazard identification and risk assessment roles throughoutthe execution phase ofoperations. Risk assessments will considerthe following issues: • Weather conditions relative to the performance capability ofthe system • Identification of normally anticipated failure modes (lost link, power plantfailures, loss ofcontrol, etc) and consequences ofthe failures • Crew fitness forflight operations (As discussed in Sections 3.4 and 3.5 ofthis manual) • Overlying airspace, compliance with aviation regulations as appropriate to the operation, and off-nominal procedures • Communication, command, control, and payload frequency spectrum requirements Asymmetric Technologies, LLC

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There will be Post Flight Debriefings to allowthe opportunityforthe review ofthe actions taken and learn from the experiences. ATwill documentthe findings and incorporate them in future flight operations and training as required. 6.1.2.7 Documentation
- Priorto conducting flight operations the Team Leaderwill ensure thatthe following documentation is on hand: o This manual o UAS Operators Manual o Copy of Flight Plan submitted to local FDSO o Copy ofapprovals
- property owners/authorities, permission to collect data from authorized persons in sterile areas o Copy of FAA exemption o Copy of FAA certificate of registration (AC-8050) o PIC Pilot Certificate
6.1.3 Pre-flight Briefings -A briefing will be conducted in regard to the planned sUAS operations priorto each day's activities to ensure there is a collective understand ofthe flight mission and objectives. Itwill be mandatory that all personnel who will be performing duties within the boundaries ofthe sterile area be presentforthis briefing. The briefing will include:
• Orientation to the Flight Operations Area and key features- PIC location, take-offand landing zones, review ofobstacles and known hazards • Orientation to the sUAS and capabilities • Review of Flight Plan, including any special considerations or requirements • Review ofcommunications procedures • Cordon procedures to secure sterile area • Review weather conditions and impacts on flight plan • Discuss howto handle and emergencies ifthey should arise 6.1.4 Pre-Flight Checks Priorto flight
- ensure controlled access is established in the "sterile area" • Checkweather conditions (ceiling, precipitation, icing conditions, and wind speed) to ensure it supports flight operations • All personnel accounted for and notified ofpending flight operations- ensure a minimum of 1Om stand-off between platform and any obstacles/personnel on take off • Take-Offand Landing zone is designated and clearly marked, and not nearany metal or magnetic material • Communications check with visual observer and team leader • Double check flight planning and ensure there is enough charge to support the flight, including safe return (nominal 45 minute flight, with at leafs 25% battery power remaining)

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## v2.6 9/30/2014 PIC will ensure that all pre-flight checks are conducted in the same environment as flight operations (not indoors orvehicle). The aircraft must be at ambient temperature before take-off- a difference between ambient temperature and ofsensors/components may cause serious issues, including system failures and communications problems. Check flight-batteries • Charge batteries fully before flight • Conductsingle cell test on each cell to check entire voltage • Inspect batteryforvisible damage • Ensure the connectors are firmly attached and functional • Check the main power cable and connectors Check the battery ofthe RC-Transmitter • Charge the RC-transmitter batteryfully before flight • Inspectthe batteryforvisible damage • Check the cable connection between the battery and the RC-transmitter Check the Ground Control Station (GCS) • Charge GCS batteryfully before flight • Check the USB-cable-connections ofthe GCS • Ensure thatthe mission planning and piloting software starts up correctly Check the flight controller SO-card • Ensure it only contains the flight information forthe current mission • Check the contacts ofthe SO-Card • Ensure the SO-Card slides into the slot tightly and smoothly Check the payload • Check that recording device, if required is present (SO-Card, etc) • Check the battery ofpayload • Check settings ofthe payload- resolution, frame rate, etc. Check the settings ofthe flight controller system • Safe flight altitude
- 400 ft preset • Establish designated take-off/landing zone as 

### 0 feetAGL • Homing functions as required based on flight planning • Speed is appropriate for mission, payload, and conditions • Payload settings as requested • Ensure waypoint navigation, if used, was uploaded successfully Inspectthe Airframe • Check that arms are unfolded and safely locked into flight position • Inspect all parts ofthe drone forvisible damage • Make sure that the landing gear has no foreign objects ordebris (FOO) on the surface

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Columbus, OH 43212 

### 18 of27Secure and Inspect Payload • Secure payload connections firmly and correctly • Inspect all cable connections for damages and proper attachment • Switch the payload "on" and check that it is functioning properly • DOUBL-ECHECKthat payload is secured properlyto the airframe Final Pre-Flight Procedures 

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• Ensure that batteries are firmly secured in the batterywell and connected into the airframe safely and securely • Check powercable, connections and plugs for damages • Check connection ofGPS receiver cable for damages and securely connected • DOUBLE-CHECK power cable for damage and ensure it is secured properly • DOUBLE-CHECK GPS receiver cable is connected and secured properly • Close GPS top cover and close safely • DOUBLE-CHECK GPS top coverto ensure it is closed and secured • Check all antennas ofthe aircraft and subsystems to ensure they are connected securely and functioning properly 6.2 Flight Operations 6.2.1 Ready for Take-off
• Ensure take-offand landing areas are clear and free ofobstacles • Ensure aircraft has acclimatized to ambienttemperature • Ensure Rc-transmitter is "on" and functioning o E and F sliders in down position
- 0 o Select appropriate flight control o Ensure trimming indicators are in neutral • Ensure GCS are "on" and working properly • Check to make sure GCS antenna is facing the flight course and working properly • Check ifthe battery is installed in the GCS or connected tofunctioning external powersource • Check ifthe USB-cable fortelemetry stream is connected and functioning properly • Check ifthe USB-cable forthe video stream is connected properly • Startflight control software on the flight computer and ensure it is working properly • Confirm wind direction and wind speed • Confirm control ofthe airspace/sterile area ofoperations • DOUBLE-CHECK Communications between Pilot, Visual Observer and Team Leader • Power-up aircraft 6.2.2 Take-off Procedures
• Checkfor any error-diagnosis-messages • Ensure activation offunctions within flight control software work properly (video stream, battery state indicator, etc) • DOUBLE-CHECKtake-offand landing zone is clear AsymmetricTechnologies, LLC

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• Check telemetry (number ofsatellites, signal strength, accuracy reading) data for properly working GPS. Accuracy reading must by less than orequal to 3m for flight operations • Check flight batteryvoltage is current and accurate • Check airspace for safe flight clearance fortake-off • Boost altitude sliderto check all motors to ensure smooth operation and no faults • Check pitch and yaw by moving sliders in different directions (back, forward, left, right) • Check the flight batteryvoltage for no unusual drops • Checkfor any strong vibrations or instability • DOUBLE-CHECKairspace
- is it still safe and ready forflight • Take-offat maximum powerto ascend quickly and straight up • Ensure aircraft is in a stable flying attitude before applying directional throttle • Listen for any unexpected noises • Checkfor any abnormalities in flight performance o CheckAltitude stability o Check position hold accuracy o Check the yaw axis through a afull 360 degree turn, stopping at 45 degree increments o Check telemetry to GCS o Check battery voltage for accuracy o Check the GPS signal quality for accuracy 6.2.3 Guidelines for Flight Operations
• Flights will be operated within line-of-sight ofa pilot and/orvisual observer during daylight hours. • Maximum total flight time for each operational flight will be 45 minutes. Flights will be terminated at 25% battery power reserve should that occur priorto the 45 minute limit. • Flights will be operated at an altitude ofno more than 400ft above ground level. • The UAVwill not be operated over any person, except authorized and consenting personnel • The flight must be aborted in the event ofany unpredicted obstacle oremergency • Ifthe sUAS loses communications or loses its GPS signal, the sUAS is equipped with advanced safetyfeatures thatwill allow the attemptto re-establish contact with the GCS (hover in place), and after3 minutes the sUAS will automatically return to a pre-determined location. • The PIC will have the capability to abort aflight in case ofunpredicted obstacles oremergencies. • No night operations • No operation ofthe UAS from a moving device orvehicle • No flight operations in Class B, C, or D airspace withoutwritten approval from the FAA • No flight operations within 5 nautical miles from non-towered airports unless a letter ofagreement has been signed with the operating authorities and NOT AM is filed no less than 72 hours priorto flight operations 6.2.4 Landing Procedures
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• Never come down with maximum speed in a straight line. Come down smoothly and letthe system rest in hoverfor a few seconds in case ofturbulences. • Avoid lineardescent- fly in diagonal or helix patterns • Approach carefully to the ground
- remember ground effect and go overthat point as soon as possible. • Powerthrottle downward 100% a few centimeters above the ground and keep throttle in this position • Keep power throttle down and pull down the F-slider in the moment the landing gear touched the ground • Wait until all motors completely stop 

### 6.3 Recovery Recovery operations include UAS post-flight maintenance and disassembly, documentation offlights, and postflight debriefing conducted by the Team Leader 

### 6.3.1 Post-Flight Checks
• Once a safe landing is completed and rotors and motors have completely stopped, disconnect the aircraft battery systems • Conductvisual inspection ofthe airframe
- lookforvisible cracks and structurally sound. Check Top-Cover and Arm-Locks for proper and solid fit and locking. • Conductvisual inspection ofthe rotors - looking for cracks, breaks, structural integrity, and secured properly • Check charge ofall batteries (aerial vehicle, command station, and radio repeater station) and begin recharging procedures as required • Disassemble and store UAS components 

### 6.3.2 Logging flying time- An entrywill be made in the Aviator's Flight Record, maintained atAT corporate headquarters by the Director of UAS Services, for each flight orsimulated flight by all pilots, visual observers and team leaders indicating duties performed, mission, and flight condition. When recording flight time, use the following symbols: 

### Duty. Use the following symbols to record flight time in the UAS. A crew member may not perform crew duties at multiple stations simultaneously. Crew members of UASs instructing orevaluating from a non-crew memberstation will use the symbol forthe duty being performed. The IP/10 will be used to designate the commander ofthe aircraft. TL: Team Leader PIC: Pilot In Command VO: Visual Observer IP: instructor pilot 10: Instructor Observer. 

### Mission. Use the following symbols to record flight time when performing duties specified bythe symbol: Asymmetric Technologies, LLC 1395 GrandviewAve, Ste 3

Columbus, OH 43212 21 of27A: acceptance test flight F: maintenance testflight S: service missions 

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T: training flight for individual qualification, refresher, mission, orcontinuation Flight conditions. D: day (between the hours ofofficial sunrise and sunset). S: simulatorflight (flights conducted in an approved UAS syntheticflight training simulator). 6.3.3 Post Flight Debriefing
• Review intended flight operations plan • Discuss execution offlight plan, focusing on whatwas done correctly, as well as what changes ordeviations had to be made. Highlight areas thatwentwell and what needs improvement • Team Leaderdocuments debriefing and files afteraction reportwith Director of UAS Services 6.4 Emergency Procedures and System Failures
- The sUAS has extensive failure detection and handling capabilities. All failures are deeded to be eitherfatal or nonfatal. Failures classified as fatal result in a Fatal Condition Response (FCR) and failures classified as nonfatal result in a Non-Fatal Condition Response (NFCR). Sensor Failure- Failure ofonboard flight instruments/sensors will degrade the UAV performance and will result in eithera FCR ora NFCR, depending on their severity. Ifthe UAV becomes unstable due to sensorfailure, it will stop all four motors and free fall to avoid a fly away condition. Motor Failure- The UAVflight performance will degrade significantly ifone or more motors fails. Airframe Failure- Ifairframe is damaged in ways that impacts flight characteristics, the UAS will behave similarto ifan onboard flight instrumentfailed. Navigation System Failure- In a navigation system failure, degraded GPS will result in FCR or NFCR 's depending on failures. Power Failure- A complete battery failure which results in power loss to the UAVwill result in degraded flight performance. Low Battery Condition
- Operatorwill be alerted ofa low battery condition and will land the aircraft as soon as able. Line ofSight Loss- All flight operations will be conducted with the UAVwithin visual sight ofthe pilot. Ifthe pilot's view becomes obstructed and line ofsight is lost, the pilot may instructthe UAVto hover in place until line ofsight is reestablished, to return to the takeoff position, orto land atthe current position.

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AsymmetricTechnologies is committed to operating our UAS in a professional and respectful manner. As such, we voluntarily subscribe to the Association of Unmanned Vehicles International's (AUVSI) Code ofConduct (http://www.auvsi.org/conduct), including specificallythe commitments to Respect:
• Wewill respect the right ofother users ofthe airspace • Wewill respect the privacy ofindividuals • Wewill respect the concerns ofthe public as they relate to unmanned aircraft operations The U.S. Supreme Court has held that '"[a] person traveling in an automobile on public thoroughfares has no reasonable expectation ofprivacy

...."' Therefore, AT's infrastructure flight missions does not pose a privacythreatto motorists traveling on the roadway inadvertently captured on video because they have no reasonable expectation ofprivacy. However, to further protect individuals who have had their image captured during an inspection, AT proposes the following actions to ensure professional and respectful collection ofdata:
• No ATflight will have as its mission intentionally collecting the personal information ofindividuals in the general publicwhere they have and expectation ofprivacy to include imagery, phone, wireless or other electronic emissions that might contain personal information • ATwill make public all flights and notify the general public impacted, including the use of Notice to Airmen and coordination with property owners/authorities • ATwill conductflight planning to ensure minimizing the data collected, and reducing the likelihood ofcollecting personal information • ATwill review the data collected for unintentional collection
- no personal information collected or permissions ofthe persons in question to retain personal data where there is a reasonable expectation ofprivacy • Data collected by the UAS is stored both on a memory device on the UA (SO Card) and on the Ground Control station. The data recorded on the SO card will be downloaded and then erased from the card priorto every mission. • ATwill review the gathered data on the SO Card and GCS, and while processing the data for deliverables (typically limited to specific images of infrastructure) ATwill sanitize the likenesses of individuals and personal information (such as license plates) from the final product provided to the customer • Data collected is the property ofthe customer commissioning the flight and will not be transmitted outside AT and its customers The AT privacy policy in regards to UAS operations will be reviewed on an annual basis to verify compliance with existing laws and regulations

Asymmetric Technologies, LLC

1395 GrandviewAve, Ste 3

Columbus, OH 43212 23 of27

# Appendix A: Risk ManagementTool
IstheAirCrew Current? A. In category and class? B. In the make and model C. Take-offs and Landings? D. Haveyou undergonetraining/re-cert in the last 90 days? Subtotal "No" Answers IstheAirCrew Upto itToday? A. Considering current personal circumstances doesthe crewfeel up toflying today? B. Will you be mentallyfocused on flying nowand afteranymeetings? C. Hasthe Crew properly compartmentalized non-flying concerns? D. Isthe crewproperly rested fortoday's flight (lAWSect. 3.6)? E. Can theflight be readily postponed or rescheduled without undue pressure Subtotal "No" Answers Whatdoes Today's Flight Look Like? A. Are you familiarwith the flight operations area, terrain and procedures? B. Is thetake-off/landing zone clear ofany obstacles? C. Is the forecastfree ofprecipitation and changing winds? Subtotal "No" Answers UASCondition A. B. C. Hasthe UAS flown sincethe last maintenance orrepair? Haveyou determined thatthe UAS is currently airworthy? Will you land with at least25% battery remaining? Subtotal "No" Answers Total ofAll "No" Answers

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Columbus, OH 43212 Yes 

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No

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### Appendix 8: Example Aircraft Maintenance Log Aircraft Aircraft N-Number Aircraft Serial Number

Date Total time in Service Airframe Engine Rotor RC Description GCS

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1395 GrandviewAve, Ste 3

Columbus, OH 43212 Remarks 

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Technician

25 of27Appendix C: Example Aircraft Flight Log A/C: A/C N-Number: AIC Serial Number:

Fliaht ID Date Time of Flight PIC Purpose

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1395 GrandviewAve, Ste 3

Columbus, OH 43212 Remarks 

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### 27Appendix D: Example Crewmember Log Name: Company 10: Supervisor:

Flight Date

ID Duty Mission Flight Conditions

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Columbus, OH 43212 Remarks 

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