Sky Drone Shots LLC Petition for Exemption to FAA Section 333

James Dunn Sky Drone Shots LLC 96 Creek Rd Lumberton, NJ

305-898-3304 Jamesrcdunn@gmail.com

SUMMARY James Dunn seeks exemption from Section 333 of the FAA Reform Act of the Federal Aviation Regulations from part 21, Certification procedures for products and parts, Subpart H – Airworthiness Certificates, and the following sections of the Code of Federal Regulations, 14 C.F.R §§ 45.23(b), 61.113(a) & (b), 91.7(a), 91.9(b)(2), 91.119, 91.121, 91.151 (a) and (b), 91.203(a) and (b), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (a)(2), and 91.417(a) and (b). James Dunn seeks exemption in order to operate an Unmanned Aircraft System pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). This exemption will permit James Dunn to operate an Unmanned Aircraft System (UAS) for the commercial purpose of real estate photography, building exterior inspection, landscape photography, and conducting aerial video and photography for tourism agencies, rural homeowners, and farms.

INTRODUCTION AND INTERESTS OF THE PETITIONER My name is James Dunn and I am establishing a small business in South New Jersey specializing in aerial video and photography services utilizing Unmanned Aircraft Systems. I am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that James Dunn of Sky Drone Shots - owner of an unmanned aircraft system (UAS) - be granted exemption from the Federal Aviation Regulations (FARS) listed within so that I may operate my UAS commercially in airspace regulated by the Federal Aviation Administration.The objective of James Dunn’s aerial video and photography services is to provide high quality imaging for a variety of commercial, public, and residential uses, specifically targeting: • Real Estate Photography • Tourism agencies • Agricultural operations • Building exterior inspections • Documenting rural properties for insurance purposes/sentimental reasons • Construction projects. • Increase public knowledge of UAS and promote safe UAS EQUIPMENT

Unmanned Aircraft System: 3D Robotics (3DR) SOLO James Dunn seeks an exemption to operate a 3DR SOLO for compensation or hire within the NAS. The 3DR SOLO is a quad copter vertical takeoff and landing (VTOL) Unmanned Aircraft (UA) with a Ground Control Station (GCS) utilizing a tablet computer. Appendices: 1 - 3DR Solos User Manual (PDF) http://3drobotics.com/kb/solo-user-manual 2 - Technical Specifications 3 - Preflight Checklist

BASIS FOR PETITION Petitioner, James Dunn, pursuant to the provisions of the Federal Aviation Regulations (14 C.F.R. § 11.61) and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), Special Rules for Certain Unmanned Aircraft Systems, hereby petitions the Administrator to commercially operate the 3DR SOLO UAS in the National Airspace System (NAS), and for an exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). In consideration of the speed, weight, size, and limited operating area associated with the unmannedaircraft and its operation, James Dunn’s operation of the 3DR SOLO UAS meets the conditions of FMRA Section 333 and therefore, will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Accordingly, James Dunn requests relief from 14 C.F.R. §§ 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a) (2), and 91.417(a) & (b), as these sections set forth requirements for maintenance that only apply to

aircraft with an airworthiness certificate. James Dunn submits that the requested relief is proper since an equivalent level of safety will be ensured. James Dunn will use experienced personnel or technicians to perform maintenance, alterations, or preventive maintenance on the UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., Monthly Maintenance Log, and 3DR SOLO User Manual). Furthermore,James

Dunn will document and maintain all maintenance records for the 3DR SOLO UAS. Relief from certain requirements of 14 C.F.R.§ 61.113(a) and (b), entitled Private pilot privileges and limitations: Pilot in command, is requested by James Dunn to the extent necessary to allow a Pilot in Command (PIC) holding a private pilot or higher level certificate, as well as an airman medical certificate, and who has demonstrated, by meeting minimum flight- hour and currency requirements, that the PIC is able to safely operate the 3DR SOLO UAS in a manner consistent with this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and

structures. James Dunn seeks relief from 14 C.F.R. § 91.7(a), entitled Civil aircraft airworthiness, because the 3DR SOLO UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, James Dunn submits that he will ensure that the 3DR SOLO UAS is in an airworthy condition, prior to every flight, by determining that the UAS is in compliance with the operating documents (i.e., Monthly Maintenance Log, and the 3DR SOLO User Manual), and that the aircraft is in a condition for safe flight. James Dunn also seeks an exemption from the requirements of 14 C.F.R. § 91.121, entitled Altimeter Settings, as the 3DR SOLO UAS will not have a typical barometric altimeter onboard. However, altitudeinformation of the 3DR SOLO UAS will be provided to the PIC via Global

Positioning System (GPS) equipment and radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path. This altitude information, combined with James Dunn’s operation of the 3DR SOLO UAS within visual line of sight, at or below 400 feet AGL, will ensure a level of safety equivalent to 14 C.F.R. § 91.121. Additionally, James Dunn seeks an exemption from the requirements of 14 C.F.R. § 91.151(b), entitled Fuel requirements for flight in VFR conditions. James Dunn submits that safety will not be affected by operation of the 3DR SOLO UAS during daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to fly for a total duration of approximately 13.5 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at

least 4.5 minutes. In accordance with 14 C.F.R. § 11.81, James Dunn provides the following information in support of its petition for exemption: A. The name and address of the Petitioner and point of contact is:

James Dunn Sky Drone Shots LLC 96 Creek Rd Lumberton, NJ 305-898-3304

B. The Specific Sections Of 14 C.F.R. From Which James Dunn Seeks Exemption. 1. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. § 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in command, subsections (a) and (b) prescribe the following, in relevant part: (a) No person who holds a private pilot certificate may act as a pilot in command (PIC) of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as PIC of an aircraft.(b) A private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any business or employment if— (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. 2. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R.§ 91.7(a), entitled Civil aircraft airworthiness, subsection (a), states the following: (a) No person may operate a civil aircraft unless it is in an airworthy condition. 3. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. § 91.121, entitled Altimeter settings, subsection (a), states the following, in part: (a) Each person operating an aircraft shall maintain the cruising altitude or flight level of that aircraft, as the case may be, by reference to an altimeter that is set, when operating- (1) Below 18,000 feet MSL, to-- (i) The current reported altimeter setting of a station along the route and within 100 nautical miles of the aircraft; (ii) If there is no station within the area prescribed in paragraph (a)(1)(i) of this section, the current reported altimeter setting of an appropriate available station; or (iii) In the case of an aircraft not equipped with a radio, the elevation of the departure airport or an appropriate altimeter setting available before departure. 4. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. § 91.151(b), entitled Fuel requirements for flight in VFR conditions, subsection (b), states the following: (b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 13.5 minutes. 5. James Dunn Seeks Exemption From The Requirement Of 14 C.F.R. § 91.405(a), entitled Maintenance required, subsection (a), states the following: Each owner or operator of an aircraft—(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter [.] 6. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. § 91.407(a)(1), entitled Operation after maintenance, preventive maintenance, rebuilding, or alteration, subsection (a)(1), states the following: (a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless-- (1) It has been approved for return to service by a person authorized under § 43.7 of this chapter[.] 7. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. §§ 91.409(a)(1) and (2), entitled Inspections, subsection (a), states the following: (a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had -- (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by § 43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter . 8. James Dunn Seeks Exemption From The Requirements Of 14 C.F.R. §§ 91.417(a) and (b), entitled Maintenance records, subsections (a) and (b), state the following: (a) Except for work performed in accordance with §§ 91.411 and 91.413, each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and alteration and records of the 100- hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must

include-- (i) A description (or reference to data acceptable to the Administrator) of the work performed; and(ii) The date of completion of the work performed; and (iii) The signature, and certificate number of the person approving the aircraft for return to service. (2) Records containing the following information: (i) The total time in service of the airframe, each engine, each propeller, and each rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained. (v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required. (vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances. (b) The owner or operator shall retain the following records for the periods prescribed: (1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. (2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the

aircraft at the time the aircraft is sold. (3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service.

C. The Extent Of Relief James Dunn Seeks And The Reason James Dunn Seeks The Relief. 1. Extent Of Relief James Dunn Seeks and the Reason James Dunn Seeks Relief From 14 C.F.R. §§ 61.113(a) And (b). Relief from Section 61.113(a) and (b) entitled Private pilot privileges and limitations: Pilot in command, is requested to the extent necessary to allow a PIC holding a private pilot or higher level certificate, as wellas a current and valid airman medical certificate, and who has met certain flight-hour and currency requirements, to conduct the proposed UAS flight operations for compensation or hire. This relief is requested since the limitations set forth in Section 61.113(a) and (b) state that a private pilot may, for compensation or hire, act as PIC of an aircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. As set forth more fully below, James Dunn submits that an equivalent level of safety will be maintained because no PIC will be allowed to operate the 3DR SOLO UAS unless that PIC has met certain flight-hour and currency requirements, demonstrating that the PIC is able to safely operate the 3DR SOLO UAS in a manner consistent with the operations specifications as described in this exemption, including evasive and emergency maneuvers, as well as maintaining appropriate distances from people, vessels, vehicles and structures. Further, James Dunn submits that all flights of the 3DR SOLO UAS, conducted by the PIC pursuant to the grant of this Petition: (1) will be incidental to James Dunn's business; and (2) will not carry passengers or property for compensation or hire. 2. Extent Of Relief James Dunn Seeks and the Reason James Dunn Seeks Relief From 14 C.F.R. § 91.7(a). Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent required to allow James Dunn to determine that the 3DR SOLO UAS is in airworthy condition prior to every flight by ensuring that the UAS is in compliance with the operating documents (i.e., Maintenance Log, and 3DR SOLO Instruction Manual). James Dunn seeks the requested relief because the 3DR SOLO UAS does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Therefore, James Dunn will ensure that the 3DR SOLO UAS is in airworthy condition based upon its compliance with the operating documents (i.e., Monthly Maintenance Log, and 3DR SOLO User Manual) prior to every flight, and further, determine that the aircraft are in condition for safe flight, as stated in the conditions and limitations below. 3. Extent Of Relief James Dunn Seeks and the Reason James Dunn Seeks Relief From 14 C.F.R. §91.121. Relief from Section 91.121, entitled Altimeter settings, may be required to allow flight operations of the 3DR SOLO UAS, which utilizes a barometric pressure sensor, GPS equipment, and a radio communications telemetry data link to downlink altitude information from the UA to the PIC at the ground control station (GCS). Since the FAA requires that any altitude information concerning UAS operations be reported to air traffic control (ATC) in feet above ground level (AGL), James Dunn seeks the requested relief because the 3DR SOLO UAS altimeter may be set on the ground to zero feet AGL, rather than the local barometric pressure or field altitude, before each flight. Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is sought to the extent necessary to comply with the applicable conditions and limitations stated below. As more fully set forth herein, an equivalent level of safety will be maintained since the 3DR SOLO UAS is equipped with a barometric pressure sensor and GPS equipment, which automatically ensures that a ground level pressure setting will be established prior to each flight, and provides the PIC with altitude information of the UA on the heads-up display of the GCS. 4. Extent Of Relief James Dunn Seeks and the Reason James Dunn Seeks Relief From 14 C.F.R. § 91.151(b). Relief from Section 91.151(b) entitled Fuel requirements for flight in VFR conditions, is requested to the extent required to allow flights of the battery powered 3DR SOLO UAS during daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR), for a total duration of 13.5 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. James Dunn seeks the requested relief because without an exemption from Section 91.151(b), the flight time duration of the battery powered 3DR SOLO UAS will severely constrain the practicality of any aerial video or still photo flight operations that James Dunn proposes to conduct pursuant to this

Petition. Significantly, as set forth below, the technical specifications of the 3DR SOLO UAS, the 3DR SOLO UAS operating documents, and James Dunn’ proposed operating limitations, ensure that James Dunn willsafely operate the battery powered 3DR SOLO UAS during daylight hours in visual meteorological conditions (VMC), under visual flight rules (VFR), with enough battery power to fly for a total duration of 13.5 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that

for at least 4.5 minutes. 5. Extent Of Relief James Dunn Seeks and the Reason James Dunn Seeks Relief From 14 C.F.R. §§ 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). Since Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) only apply to aircraft with an airworthiness certificate, James Dunn requests relief from these Sections because the 3DR SOLO UAS does not require an airworthiness certificate. As set forth more fully below, the 3DR SOLO UAS meets the conditions of FMRA Section 333 for operation without an airworthiness certificate. Accordingly, James Dunn will use trained technicians to perform maintenance, alterations, or preventive maintenance on the 3DR SOLO UAS using the methods, techniques, and practices prescribed in the UAS operating documents (i.e., Maintenance Log, and 3DR SOLO UAS User Manual). Furthermore, James Dunn will document and maintain all maintenance

records for the 3DR SOLO UAS. D. The Reasons Why Granting James Dunn Request Would Be In The Public Interest; That Is, How It

Would Benefit The Public As A Whole. Granting the present Petition will further the public interest by allowing James Dunn to safely, efficiently, and economically perform aerial video and photography of construction sites, real estate, and landscape over certain areas of the United States. Additionally, use of the 3DR SOLO UAS will decrease congestion of the NAS, reduce pollution, and provide significant benefits to the economy. Notably, the benefits of James Dunn’ proposed operation of the 3DR SOLO UAS will be realized without implicating any privacy

issues. 1. The Public Will Benefit From Decreased Congestion Of The NAS. The 3DR SOLO UAS is battery powered and serves as a safe, efficient, and economical alternative to the manned aircraft traditionally utilized to obtain aerial imagery. By reducing the amount of mannedaircraft needed to perform aerial acquisitions, an exemption allowing the use of a 3DR SOLO UAS would reduce the amount of manned aircraft in the NAS, reduce noise and air pollution, as well as increase the safety of life and property in the air and on the ground. Furthermore, by reducing the number of manned aircraft operating in the NAS, congestion around airports caused by arriving and departing aircraft will be reduced. The 3DR SOLO UAS does not require an airport to takeoff or land. Likewise, a reduction of manned aircraft conducting aerial video and photography missions would result in fewer aircraft that must be handled by air traffic control during the ground, takeoff, departure, arrival, and landing phases of flight operations. 2. The Public Will Benefit From The Safety And Efficiency Of The 3DR SOLO UAS. Conducting aerial acquisitions with the 3DR SOLO UAS, instead of manned aircraft, will greatly benefit the public by drastically reducing the levels of air and noise pollution generated during traditional aerial video and still photography flight operations. By using battery power and electric motors, the 3DR SOLO UAS produces no air pollution, and is the most viable environmentally conscious alternative to the cabin class, six cylinder internal combustion engine aircraft that are typically utilized for aerial video and photography, while burning approximately 20-30 gallons per hour of leaded aviation fuel. The 3DR SOLO UAS, while reducing the carbon footprint of aerial acquisitions, also eliminates noise pollution, as the 3DR SOLO is propelled by battery powered electric motors, rather than an internal combustion engine. By using the 3DR SOLO UAS to perform aerial acquisitions, the substantial risk to life and property in the air and on the ground, which is usually associated with traditional manned aircraft flight operations, will be substantially reduced or completely eliminated. Aside from the lack of flight crew members located onboard the aircraft, the (weighing 3.9 pounds and measuring approx 18" square and 10" high, and with no fuel on board), has less physical potential for collateral damage to life and property on the ground, and in the air, compared to the manned aircraft that typically conduct similar operations (weighing approximately 6,000 pounds with a wingspan of approximately 42 feet, a length of 34 feet, and a fuel capacity of 180 gallons). 3. Performing Aerial Video and Photography Operations With The 3DR SOLO UAS Will Benefit TheEconomy. In addition to being safe and efficient, the 3DR SOLO UAS is also an economical alternative to using manned aircraft to conduct similar aerial operations. As such, operation of the 3DR SOLO UAS will allow United States based companies, like James Dunn, to remain competitive and contribute to growth of the U.S. economy. Specifically, with the rising cost of aviation fuel and the Environmental Protection Agency (“EPA”) regulatory actions phasing out leaded aviation fuels, U.S. owned and operated companies must adopt new and alternative technology in order to remain competitive. Operating the battery powered 3DR SOLO UAS is one such technology that not only allows companies greater operational flexibility compared to manned aircraft, but provides such flexibility without the high operational cost of a traditional

manned aircraft. By operating the 3DR SOLO UAS, companies such as James Dunn, can remain competitive and profitable, and therefore, provide greater job stability to employees and contractors, which will ultimately contribute to growth of the U.S. economy. Improved financial performance of U.S. companies, through commercial use of the 3DR SOLO UAS, provides a stable workforce that increases consumer spending; improves local, state, and federal tax revenues; and allows companies to invest in research and development in order to remain competitive both in the United States and abroad. 4. There Are No Privacy Issues. Similar to the manned aerial acquisition flight operations that have been conducted for decades, James Dunn’ proposed operation of the 3DR SOLO UAS will not implicate any privacy issues. Specifically, the 3DR SOLO UAS will be operated only in compliance with operating documents (i.e., Maintenance Log, 3DR User Manual) which require property owners' involvement as well as local law enforcement notification, and in accordance with the Federal Aviation Regulations, including the minimum altitude requirements of 14 C.F.R. § 91.119. E. The Reasons Why Granting The Exemption Would Not Adversely Affect Safety, Or How The Exemption Would Provide A Level Of Safety At Least Equal To That Provided By The Rule From Which James Dunn Seeks Exemption.1. Reasons Why The Meet The Conditions Of The FAA Modernization and Reform Act of 2012 (FMRA)

Section 333. In consideration of the size, weight, speed, and limited operating area associated with the unmanned aircraft and its operation, James Dunn’s operation of the 3DR SOLO UAS meets the conditions of FMRA Section 333, and will not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. Section 333 provides authority for a UAS to operate without airworthiness certification and sets forth requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security. Specifically, FMRA Section 333 states the following, in part: (a) In General.--Notwithstanding any other requirement of this subtitle, and not later than 180 days after the date of enactment of this Act, the Secretary of Transportation shall determine if certain unmanned aircraft systems may operate safely in the national airspace system before completion of the plan and rulemaking required by section 332 of this Act or the guidance required by section 334 of this Act. (b) Assessment of Unmanned Aircraft Systems.--In making the determination under subsection (a), the Secretary shall determine, at a minimum-- (1) which types of unmanned aircraft systems, if any, as a result of their size, weight, speed, operational capability, proximity to airports and populated areas, and operation within visual line of sight do not create a hazard to users of the national airspace system or the public or pose a threat to national security; and (2) whether a certificate of waiver, certificate of authorization, or airworthiness certification under section 44704 of title 49, United States Code, is required for the operation of unmanned aircraft systems identified under paragraph (1). (c) Requirements for Safe Operation.--If the Secretary determines under this section that certain unmanned aircraft systems may operate safely in the national airspace system, the Secretary shall establish requirements for the safe operation of such aircraft systems in the national airspace system. In seeking this exemption, James Dunn submits that the 3DR SOLO UAS can operate safely in the NAS pursuant to FMRA Section 333, as demonstrated by: (a) the characteristics of the 3DR SOLO UAS; (b)the pilot certification requirement; and (c) the specific operating limitations. a. The Specifications Of The 3DR SOLO UAS Demonstrate Its Safe Characteristics. The 3DR SOLO UAS does not create a hazard to users of the NAS or the public, or otherwise pose a threat to national security considering its size, weight, speed, and operational capability. i. Technical Specifications Of 3DR SOLO UAS. The technical specifications of the 3DR SOLO UAS are set forth by the Specifications listed in Appendix 2. ii. The 3DR SOLO UAS Autonomous Flight And Navigation Modes Enable the 3DR SOLO UAS To Remain Within A Defined Operational Area. The 3DR SOLO UAS may be operated in both manual and fully autonomous flight modes. A complete description of the flight and navigational modes of the 3DR SOLO UAS is provided in the User Manual, referenced in Appendix 1. iii. The 3DR SOLO UAS Is Designed For Automatic Return To Home Point Or Hover In The Event Of Loss Of The Control Link Or Navigation. When the Control Link is lost, the UAs will remain stationary, in flight, for 3 seconds or more. If, after 3 seconds, the UAs do not reacquire control link data from the GCS, the UAs will assume that the Control Link is lost and the UAs will return to the home position (i.e., failsafe mode) via GPS, and will descend to the takeoff position and shutdown. A complete description of the Failsafe Functions of the UAS are described in the User Manual, referenced in Appendix 1. iv. The GCS And Its Operation. A complete description of the operation and specifications of the GCS and flight control software is provided in the User Manual, referenced in Appendix 1. b. Flight Operations Of UAS Is Limited To The Line Of Sight Of A Certificated Pilot in Command With A Safety Observer. James Dunn will only utilize certificated pilots who possess a current and valid airman medical certificate to act as a pilot in command (PIC) of the 3DR SOLO UAS. Additionally, a safety observer will assist all pilots during flight time. c. Flights Of 3DR SOLO UAS Will Be Conducted Pursuant To Specific Operating Limitations. In seeking this exemption, James Dunn proposes to commercially operate 3DR SOLO UAS for thespecial purpose of conducting aerial video and photography over certain areas of United States, pursuant to the following specific operating limitations: 1. Operations authorized by this grant of exemption will be limited to the following aircraft described in the operating documents, rotorcraft 3DR SOLO UAS weighing less than 55 pounds maximum gross weight: Unmanned Aircraft Systems. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant. 2. UAS operations under this exemption will be limited to conducting operations for the purpose of aerial video and photography. 3. The UA may not be flown at an indicated airspeed exceeding 20 knots. 4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL), as indicated by the procedures specified in the operating documents unless a special request is made and approved by ATC. All altitudes reported to ATC must be in feet AGL. 5. The UAs must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on

the PIC’s FAA-issued airman medical certificate. 6. The use of first person view (FPV) by the PIC or safety observer (SO) is not permitted. 7. All operations must utilize a safety observer (SO). The SO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The SO and PIC must be able to communicate verbally at all times. Electronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the SO can perform the functions prescribed in the operating documents. 8. The SO must not perform any other duties beyond assisting the PIC with seeing and avoiding other air traffic and other ground based obstacles/obstructions and is not permitted to operate the camera or other

instruments. 9. The operating documents and the grant of exemption must be accessible during UAS operations andmade available to the Administrator upon request. If a discrepancy exists between the conditions and limitations contained in the grant of exemption and the procedures outlined in the operating documents, the conditions and limitations contained in the grant of exemption take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The operator must also present updated and revised documents if it petitions for extension or amendment to the grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted the exemption, then the operator must petition for amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may be contacted if questions arise regarding updates or revisions to the operating documents. 10. Prior to each flight the PIC must inspect the UAS to ensure that it is in a condition for safe flight. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station must be included in the preflight inspection. All maintenance and alterations must be properly documented in the aircraft records. 11. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight. The PIC who conducts the functional test flight must make an entry in the aircraft records. 12. The pre-flight inspection must account for all potential discrepancies, e.g. inoperable components, items, or equipment, not already covered in the relevant sections of the operating documents. 13. The operator must follow the UAS manufacturer’s aircraft/component, maintenance, overhaul, replacement, inspection, and life limit requirements. 14. The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, alterations, and status of replacement/overhaul component parts must be noted in the aircraft records, including total time inservice, description of work accomplished, and the signature of the authorized person returning the UAS

to service. 15. Each 3DR SOLO UAS operated under this exemption must comply with all manufacturer Safety

Bulletins. 16. The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections. 17. The PIC must possess at least a private pilot certificate and at least a current third- class medical

certificate. 18. The operator may not permit any PIC to operate unless the PIC meets the operator’s qualification criteria and demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours must be logged in a manner consistent with 14 C.F.R. § 61.51(b). Flights for the purposes of training the operator’s PICs are permitted under the terms of the exemption. However, training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience-building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 C.F.R. § 91.119. 19. UAS operations may not be conducted during night, as defined in 14 C.F.R. § 1.1. All operations must be conducted under visual meteorological conditions (VMC). If flight at night is required, a special request will be made at the FAA office closest to proposed area of operations. Flights under special visual flight rules (SVFR) are not authorized. 20. The UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA-published aeronautical chart unless a letter of agreement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Administrator upon request.21. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 22. If the UA loses communications or loses its GPS signal, it must return to a pre- determined location within the planned operating area and land or be recovered in accordance with the operating documents. 23. The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents. 24. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 25% battery power remaining. 25. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under the grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation. All operations shall be conducted in accordance with airspace requirements in the ATO issued COA including class of airspace, altitude level and potential transponder requirements. 26. All aircraft operated in accordance with the exemption must be identified by serial number, registered in accordance with 14 C.F.R. part 47, and have identification (N- Number) markings in accordance with 14 C.F.R. part 45, Subpart C. Markings must be as large as practicable. 27. Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirements. 28. The documents required fewer than 14 C.F.R. §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 29. The UA must remain clear and yield the right of way to all manned aviation operations and activities

at all times.30. The UAS may not be operated by the PIC from any moving device or vehicle. 31. Flight operations must be conducted at least 500 feet from all nonparticipating persons (persons other than the PIC, SO, operator trainees or essential persons), vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately and/or; b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard, and; c. Operations nearer to the PIC, SO, operator trainees or essential persons do not present an undue hazard to those persons per 14 C.F.R. § 91.119(a). 32. All operations shall be conducted over private or controlled-access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative will be obtained for each flight to be conducted. 33. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. 2. Reasons Why An Exemption From The Requirements Of 14 C.F.R. §§ 61.113(a) and (b) Would Not Adversely Affect Safety. James Dunn submits that the equivalent level of safety established by Section 61.113(a) and (b) will be maintained because no PIC will be allowed to operate the 3DR SOLO UAS unless that PIC has demonstrated, by meeting minimum flight-hour and currency requirements, that the PIC is able to safely operate the UAS in a manner consistent with the exemption, including evasive and emergencymaneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. Considering James Dunn’s proposed area of operations, and the operating limitations set forth- above; the parallel nature of private pilot aeronautical knowledge requirements to those of commercial pilot requirements (See Exemption No. 11062); and the airmanship skills necessary to safely operate the UAS, James Dunn submits that the additional manned airmanship experience of a commercially certificated pilot would not correlate to the airmanship skills necessary for James Dunn’ specific proposed flight operations. The FAA has previously granted relief from Section 61.113(a) and (b) specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11158, 11159, 11160, 11161). James Dunn will not allow any PIC to operate the UAS unless that PIC has demonstrated, by meeting minimum flight-hour requirements or UAS training and currency requirements, that the PIC is able to safely operate the UAS in a manner consistent with this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures. Specifically, the PIC must have accumulated and logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot (with a minimum of 5 hours of those hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption). In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes). As in Exemption Nos. 11062, 11138, and 11153, prior documented flight experience that was obtained in compliance with applicable regulations will ensure an equivalent level of safety during James Dunn’s proposed operations. The Administrator has held that prior documented flight experience that was obtained in compliance with applicable regulations would ensure safe operations, stating as follows: In Exemption No. 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 C.F.R. § 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10hours logged as a UAS pilot with a multi-rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5 hours make and model time may be included in the 10 hours of multi- rotor time and the 10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 takeoffs and landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, the flight-hour requirements in Exemption No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The FAA also finds that prior documented flight experience that was obtained in compliance with applicable regulations would satisfy this requirement. Training, proficiency, and experience-building flights can also be conducted under the grant of exemption to accomplish the required flight time. During training, proficiency, and experience- building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 C.F.R § 91.119. Exemption No. 11138 Accordingly, James Dunn will ensure safe operations by not allowing any PIC to operate the UAS unless that PIC has demonstrated, by meeting minimum flight-hour and currency requirements, that the PIC is able to safely operate the UAS in a manner consistent with the exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and

structures. 3. Reasons Why An Exemption From The Requirements Of 14 C.F.R. § 91.7(a) Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.7(a) will be maintained because prior to every flight, James Dunn will ensure that the UAS is in an airworthy condition based upon the UAS’s compliance with its operating documents and as stated in the conditions and limitations herein. Additionally, the FAA has previously granted relief from Section 91.7(a) specific to UAS, in circumstancessimilar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 4. Reasons Why An Exemption From The Requirements Of 14 C.F.R. § 91.121 Would Not Adversely Affect Safety. The equivalent level of safety established by Section 91.121 will be maintained because the altitude information of the UA will be provided to the PIC via GPS equipment and a radio communications telemetry data link, which downlinks from the UA to the GCS for active monitoring of the flight path and altitude. This altitude information, combined with James Dunn’s operation of the within visual line of sight, at or below 400 feet AGL, will ensure a level of safety equivalent to Section 91.121. The altitude information will be generated by GPS equipment installed onboard the aircraft. Prior to each flight, a zero altitude initiation point is automatically established by the 3DR SOLO UAS at ground level. The FAA has previously granted relief from Section 91.121 specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 5. Reasons Why An Exemption From The Requirements Of 14 C.F.R. § 91.151(b) Would Not Adversely Affect Safety. A grant of this exemption would ensure an equivalent level of safety established by 14 C.F.R. Section 91.151(b) as a result of (1) the technical specifications of the 3DR SOLO UAS; (2) the limitations on the proposed flight operations; and (3) the location of the proposed flight operations. Accordingly, James Dunn will ensure that it will safely operate the battery powered UA during daylight hours in VFR conditions, with enough battery power to fly for a total duration of 13.5 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes. Here, as in Exemption No. 11109, the technical specifications of the 3DR SOLO UAS; the limitations on the proposed flight operations; and the location of the proposed operations, will ensure an equivalent level ofsafety established by Section 91.151(b). Furthermore, safety will be ensured as the 3DR SOLO UAS provide audible and visual warnings to the PIC at the GCS when the UAs experiences low battery voltage, the first warning occurring at approximately 33% remaining battery power, and again at approximately 10% remaining battery power. At the critically low battery level, the 3DR SOLO UAS will descend and land automatically. Significantly, previous exemptions granted by the FAA concerning Section 91.151 establish that safety is not adversely affected when the technical characteristics and operating limitations of the UAS are considered. Relief has been granted for manned aircraft to operate at less than the minimums prescribed in Section 91.151, including Exemption Nos. 2689, 5745, and 10650. Moreover, the FAA has previously granted relief from Section 91.151 specific to UAS, in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 8811, 10808, 10673, 11042, 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 6. Reasons Why An Exemption From The Requirements Of 14 C.F.R. §§ 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), And 91.417(a) & (b) Would Not Adversely Affect Safety. In seeking this exemption, James Dunn submits that the equivalent level of safety with regard to the regulatory maintenance and alteration requirements established by Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) will be met because James Dunn will use trained technicians to perform maintenance, alterations, or preventive maintenance on the 3DR SOLO UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., the User Manual, and Maintenance Log). Furthermore, James Dunn will document and maintain all maintenance records for the 3DR SOLO UAS. Since the 3DR SOLO UAS will be inspected as prescribed by the operating documents, James Dunn will maintain the equivalent level of safety established by Sections 91.405(a), 91.409(a)(1), and 91.409(a)(2). A copy of the User Manual is attached hereto as Exhibit C. Likewise, the exemption sought will not adversely affect safety because James Dunn will use trained technicians to perform maintenance,alterations or preventive maintenance on the UAS using the methods, techniques, and practices prescribed by the operating documents. Furthermore, the exemption sought would maintain an equivalent level of safety established by Sections 91.407, 91.417(a) and 91.417(b), because all maintenance of the 3DR SOLO UAS will be performed by trained technicians. Maintenance will be documented and maintained utilizing the maintenance log. Significantly, previous exemptions granted by the FAA concerning Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b) establish that safety is not adversely affected when the technical characteristics and operating limitations of the UAS are considered. In consideration of James Dunn’s proposed operating limitations, the operating documents, and the technical aspects of the 3DR SOLO UAS, James Dunn submits that safety will not be adversely affected by granting exemption from 14 C.F.R. Sections 91.405(a), 91.407(a)(1) and (a)(2), 91.409(a)(2), and 91.417(a) and (b). The FAA has previously granted relief specific to UAS in circumstances similar, in all material respects, to those presented herein (e.g. Exemption Nos. 11062, 11063, 11064, 11065, 11066, 11067, 11080, 11109, 11110, 11112, 11136, 11138, 11150, 11153, 11156, 11157, 11158, 11159, 11160, 11161). 7. The FAA May Prescribe Any Other Conditions For Safe Operation. In accordance with Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA) and 14 C.F.R. § 21.16 entitled Special Conditions, James Dunn requests that the FAA prescribe special conditions for the intended operation of the 3DR SOLO UAS, which contain such safety standards that the Administrator finds necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R §§ 61.113(a) & (b), 91.7 (a), 91.121, 91.151(b), 91.405(a), 91.407(a) (1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). Such special conditions will permit safe operation of the UAs for the limited purpose of conducting aerial video and photography over certain areas of the United States for compensation or hire. FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without airworthiness certification in accordance with any requirements that must be established for the safe operation of the UAS in the NAS.Likewise, the Administrator may prescribe special conditions pursuant to 14 C.F.R. § 21.16, for operation of the 3DR SOLO UAS, since the airworthiness regulations of 14 C.F.R. Part 21 do not contain adequate or appropriate safety standards, due to the novel or unusual design features of the aircraft. Section 21.16, entitled Special Conditions, states the following: If the FAA finds that the airworthiness regulations of this subchapter do not contain adequate or appropriate safety standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The special conditions are issued in accordance with Part 11 of this chapter and contain such safety standards for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish a level of safety equivalent to that established in the regulations. See 14 C.F.R. §

21.16. Therefore, in accordance with FMRA Section 333 and 14 C.F.R. § 21.16, the FAA may prescribe special conditions forSky Drone Shots intended operation of the 3DR SOLO UAS, which contain such safety standards that the Administrator finds necessary to establish a level of safety equivalent to that established by 14 C.F.R. Part 21, Subpart H, and 14 C.F.R Sections 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). F. A Summary That Can Be Published In The Federal Register, stating: The Rules From Which James Dunn Seeks Exemption: James Dunn seeks exemption from the requirements of 14 C.F.R Sections 61.113(a)&(b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b). A Brief Description Of The Nature Of The Exemption James Dunn Seeks: This exemption will permit James Dunn to commercially operate an Unmanned Aircraft System (UAS) for the purpose of conducting aerial video and photography over certain areas of the United States. G. Any Additional Information, Views, Or Arguments Available To Support James Dunn’ Request. This Petition is made pursuant to the FAA Modernization and Reform Act of 2012 (FMRA) Section 333,which directs the Secretary of Transportation to determine if certain UAS may operate safely in the NAS. As such, James Dunn’ request for exemption may be granted pursuant to the authority of FMRA Section 333 and 14 C.F.R. Part 11, as set forth above. FMRA Section 333 sets forth the requirements for considering whether a UAS will create a hazard to users of the NAS or the public, or otherwise pose a threat to national security; and further, provides the authority for such UAS to operate without airworthiness certification. As discussed in detail above, James Dunn will operate the 3DR SOLO UAS safely in the NAS, without creating a hazard to users of the NAS, or the public, or otherwise pose a threat to national security.

CONCLUSION As set forth herein, James Dunn seeks an exemption pursuant to 14 C.F.R. § 11.61 and Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA), which will permit safe operation of the 3DR SOLO UAS commercially, without an airworthiness certificate, for the limited purpose of conducting aerial video and photography over certain areas of the United States. By granting this Petition, the FAA Administrator will be fulfilling the Congressional mandate of the FAA Modernization and Reform Act of 2012, while also advancing the interests of the public, by allowing James Dunn to safely, efficiently, and economically operate the 3DR SOLO UAS commercially within the NAS. WHEREFORE, in accordance with the Federal Aviation Regulations and the FAA Modernization and Reform Act of 2012, Section 333, James Dunn respectfully requests that the Administrator grant this Petition for an exemption from the requirements of 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 91.417(a) & (b), and permit Sky Drone Shots to operate the 3DR SOLO UAS commercially for the purpose of conducting aerial video and photography over certain areas of the United States.Dated: November 10, 2015 Respectfully submitted,

James Dunn

James Dunn

James Dunn Sky Drone Shots LLC

96 Creek Rd Lumberton, NJ 08048 Jamesrcdunn@gmail.com

Appendices: 1 - 3DR Sols User Manual (PDF) http://3drobotics.com/kb/solo-user-manual 2 - Technical Specifications 3 - Preflight Checklist APPENDIX – 1 3DR Sols User Manual (PDF) http://3drobotics.com/kb/solo-user-manual

APPENDIX – 2 TECHNICAL SPECIFICATIONS Sky Drone Shots uses only the safe and reliable 3DR SOLO UAS. 3D Robotics is an industry leader in small UAS production. The 3DR SOLO is loaded with state of the art software enabling the user to set parameters which will not allow flight into controlled airspace. Parameters can also be set to limit flight to no higher than a predetermined and set altitude and speed as well as limit flight to a predetermined and set distance. In addition, software provides real-time altitude and location information to the PIC via the linked monitor (tablet device). Solo is a quad-rotor aerial vehicle powered by the 3DR Pixhawk 2 autopilot system and APM:Copter flight control software. Solo communicates with the controller and Solo app over the 3DR Link secure Wi-Fi connection.Autopilot: 3DR Pixhawk 2 Flight code: ArduPilot Copter

Control: 3DR Solo Controller

Wireless communication: 3DR Link 1.0 Frequency: 2.4 GHz Height: 10 in. (25 cm) Motor-to-motor dimension: 18 in. (26 cm) Propulsion: 880 KV motors, two clockwise rotating motors and two counterclockwise rotating motors Propeller: 10 in. x 4.5 in. (25 cm x 11.4 cm) Weight with battery: 3.3 lbs. (1.5 kg) Controller battery life: 3 hours Extended controller battery life: 6 hours Controller battery: Li-ion 2600 mAh 7.2 Vdc (5200 mAh for extended battery) Power: Electric (rechargeable lithium polymer battery) Battery: Lithium polymer, 5200 mAh, 14.8 Vdc Battery weight: 1 lb. (.5 kg) Estimated flight time: 25 minutes* Maximum altitude: 328 ft. (100 m) Range: .5 miles** (.8 km) Payload capacity: 1.1 lbs. (500 g) Cruise speed: 5.7 mph (2.5 m/s) Maximum speed: 55 mph (25.5 m/s) Maximum climb rate: 11 mph (5.0 m/s) Maximum descent rate: 5.5 mph (2.5 m/s) Headwind limitation: 25 mph (11 m/s)Crosswind limitation: 25 mph (11 m/s) Camera: Streaming video compatible with GoPro® HERO 3, 3+ or 4 Full compatibility with GoPro® HERO 3+ or 4 Solo app compatibility: iOS 8.0 or later / Android 4.3 or later Operating temperature: 32° F - 113° F (0° C - 45° C) Operating relative humidity: 0-85% RH *Flight time varies with payload, wind conditions, elevation, temperature, humidity, flying style, and pilot skill. Listed flight time applies to elevations less than 2,000 ft above sea level. **Range varies with location, antenna orientation, background noise and multi-path. Appendix 3 - Preflight Checklist Before flying, check the following conditions.

4.1.1 Location Your current location and environmental conditions are suitable for flight. (Section 3.1) Solo is on a level surface at a clear launch point a sufficient distance from yourself and others. (Section 3.1) 4.1.2 Components The propellers are correctly attached. (Section 2.4) The propellers can spin smoothly and without obstruction when turned. No components on Solo appear loose or damaged.

4.1.3 Power The controller is powered on with at least 50% charge. (Section 2.3) Solo is powered on with a fully charged battery. (Section 2.2) 4.1.4 Video (Optional) The Solo app is connected to Solo and streaming video. (Section 2.6) The GoPro® is recording.