Donald Cridlebaugh (Redstream Digital) Ewa Beach, HI - Section 333 Exemption Petition 

 

24 Nov 2015

U. S. Department of Transportation

Docket Management System 

1200 New Jersey Ave, SE

Washington, DC 20590 

Re: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations 

from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 

91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 

91.417(a)&(b) 

Dear Sir or Ma’am,

 I, Donald Cridlebaugh (Redstream Digital LLC), 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 I, Donald Cridlebaugh (Redstream Digital), an owner and 

operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations 

(“FARs”) listed below so that I, Donald Cridlebaugh (Redstream Digital), may operate 

my small ultra lightweight unmanned aircraft system (“UAS”) commercially in regulated 

airspace by the Federal Aviation Administration (“FAA”). 

 Following exemption and approval by the FAA, I, Donald Cridlebaugh (Redstream 

Digital), will primarily use my professionally built DJI Inspire 1, DJI Phantom 3, and Custom built 

RSD X8 and RSD Y6 UAS equipped with cameras for the following applications: Closed-Set 

Film Operations on Film and Television Productions, as well as Aerial Videography/ 

Cinematography to safely enhance Films and commercials; augmentation of real estate listing 

videos; and the creation of visual and topography layout videos for search and rescue (SAR) 

missions for state and local agencies, education, agricultural inspections and building and 

construction zone inspections. 

 My, Donald Cridlebaugh (Redstream Digital)’s, exemption request would permit the 

operation of ultra lightweight, unmanned (i.e. piloted by remote control) UAS’s for the 

development of community and government use videos, permissible within property 

boundaries for individual homeowners and within in tightly controlled, limited airspaces 

predetermined in areas away from the general public, airports, heliports and vehicular traffic. 

Currently, similar lightweight, remote controlled UAS's are legally operated by unmonitored 

amateur hobbyists with no safety plan or controls in place to prevent catastrophe. Furthermore, 

it is my intent to assist future FAA safety protocols and regulations exclusive to lightweight 
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UAS's for specific video and photography usage by sharing information with the FAA as I, 

Donald Cridlebaugh (Redstream Digital), record flight data and other pertinent information 

gained through permitted flight operations. 

 In addition, granting my, Donald Cridlebaugh (Redstream Digital)’s, exemption 

request will comply with the Secretary of Transportation’s (FAA Administrator’s) instructions to 

not only integrate UAS's into the national airspace system, but to “...establish requirements for 

the safe operation of such aircraft systems [UAS's] in the national airspace system” under 

Section 333(c) of the Reform Act specific to the use of UAS's for real estate/realtor purposes, 

educational videos, Search and Rescue, land/trusts inspections, agricultural field monitoring, 

film/video productions, closed-set motion picture film operations and television, and structure 

inspections, to aid state and local agency’s.

 Further I, Donald Cridlebaugh (Redstream Digital), will conduct my operations in 

compliance with the protocols described herein or as otherwise established by the FAA. 

For the reasons stated below, I, Donald Cridlebaugh (Redstream Digital), respectfully 

request the grant of an exemption allowing me to operate ultra lightweight, remote controlled 

UAS’s to aid academic community awareness, to benefit/stimulate attraction to the Honolulu, 

Hawaii area and to enhance personal and public video feeds. A grant that will ultimately 

allow UAS’s to play a more positive role in our local community by increasing employment 

opportunities, heightening security measures and decreasing government expenditures by 

reducing the need for heavier manned aircraft, containing costly, combustible fuel- a potential 

public hazard in and of itself. 

I. Contact Information:

 Donald Cridlebaugh 

 Chief, Aerial Operations 

 Redstream Digital 

 91-1060 Kahiuka St. 

 Ewa Beach, HI 96706 

 Phone: 937-302-8327 

 info@redstreamdigital.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations From 

Which Donald Cridlebaugh (Redstream Digital) Requests Exemption are:

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A. 14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates, Manuals and The Like.

14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for 

procurement of necessary airworthiness certificates in relation to FAR §91.203(a)(1). The 

size, weight and enclosed operational area of my, Donald Cridlebaugh (Redstream Digital)’s, 

UAS’ permits exemption from Part 21 because my UAS meets (and exceeds) an equivalent 

level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt 

aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) 

and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's 

from the airworthiness certificate requirement in consideration of the weight, size, speed, 

maneuverability and proximity to areas such as airports and dense populations. My, Donald 

Cridlebaugh (Redstream Digital)’s, current and projected UAS meet or exceed each of the 

elements. 

14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no 

such certificate will be applicable in the form contemplated by the FARs, this Regulation is 

inapplicable. 

14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on board 

pilots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An 

equivalent level of safety will be achieved by maintaining a safety/flight manual delineating 

areas of where safety can be defined. 

The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 

8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827. 

14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes 

electronic global positioning systems with a barometric sensor or controlled GPS “geofencing” 

14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and 

registrations. They are inapplicable for the same reasons described above. The equivalent level 

of safety will be achieved by maintaining any such required certifications and registrations by 

me, Donald Cridlebaugh (Redstream Digital). 

B. 14 C.F.R. § 45.23: Marking of The Aircraft.

Applicable Codes of Federal Regulation require aircraft to be marked according to 

certain specifications. My UAS can be marked with the appropriate “N” number once this “N” 

number has been given. 

C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations.

 PIC. Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to noncommercial operations. I, Donald Cridlebaugh (Redstream Digital), The sUAS Pilot in 

Command must possess at least a sport pilot certificate and a driver's license. The PIC must 

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also meet the flight review requirements specified in 14 CFR § 61.56 in which the PIC is rated 

on his/her pilot certificate as outlined in 14 C.F.R. § 61. 

D. 14 C.F.R. 91.119: Minimum Safe Altitudes.

 14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows 

helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at 

an altitude greater than 300ft AGL; safely below the standard of 400 AGL. I, Donald 

Cridlebaugh (Redstream Digital), will however operate my UAS in safe areas away from 

public and traffic, providing a level of safety at least equivalent to or below those in relation to 

minimum safe altitudes. Given the size, weight, maneuverability and speed of my UAS, an 

equivalent or higher level of safety will be achieved. 

E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance 

Inspections.

The above-cited Regulations require, amongst other things, aircraft owners and 

operators to 

“have [the] 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. . . .”These Regulations only apply to aircraft with an 

airworthiness certificate. They will not, therefore, apply to my, Donald Cridlebaugh (Redstream 

Digital)'s, UAS. However, as a safety precaution I inspect my UAS before and after each flight. 

III. The Extent of relief Donald Cridlebaugh (Redstream Digital) Seeks and the 

 Reason He Seeks Such Relief:

 I, Donald Cridlebaugh (Redstream Digital), submit this application in 

accordance with the Reform Act, 112 P.L. 95 §§ 331-334, seeking relief from any currently 

applicable FARs operating to prevent me, Donald Cridlebaugh (Redstream Digital), 

conducting commercial cinematic, academic and other flight operations within the national 

airspace system. The Reform Act in Section 332 provides for such integration of civil unmanned 

aircraft systems into our national airspace system as it is in the public’s interest to do so. My, 

Donald Cridlebaugh (Redstream Digital)’s, ultra lightweight UAS meets the definition of “small 

unmanned aircraft” as defined in Section 331 and therefore the integration of my ultra light 

weight UAS is expressly contemplated by the Reform Act. I would like to operate my ultra 

lightweight UAS prior to the time period by which the Reform Act requires the FAA to promulgate 

rules governing such craft. Thereby, providing direct experience and valuable information for 

formal regulation that can be administered uniformly to all related UAS aerial video and 

photography. The Reform Act guides the Secretary in determining the types of UAS's that may 

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operate safely in our national airspace system. Considerations include: The weight, size, speed 

and overall capabilities of the UAS's; Whether the UAS will be operated near airports or heavily 

populated areas; and, Whether the UAS will be operated by line of sight. 112 P.L. 95 § 333 (a). 

 Each of these items reflect in favor of an exemption for me, Donald Cridlebaugh 

(Redstream Digital). My UAS’s utilize eight (8) or less rotating propellers for balance, control 

and stability. My UAS’s are equipped with the following via video and data telemetry: 

1) Altimeter 

2) Attitude indicator 

3) Ground Speed indicator 

4) Magnetic compass 

5) Heading indicator 

6) Vertical speed indicator 

7) Course deviation indicator 

8) Radio magnetic indicator 

9) GPS location 

10) Battery consumption and Battery Left with approximate time. 

11) Loiter and circle mode. 

12) Auto safety or RTL ( Return To Launch) 

13) Auto landing technology. 

 Each UAS weighing less than thirty (35) pounds (far below the maximum 55 pound limit); 

Including camera(s) with or without gimbal (a camera stabilizer). I, Donald Cridlebaugh 

(Redstream Digital), considers safety as foremost with each flight. My small unmanned 

aircrafts are designed to hover in place, circle in a specific place or loiter via GPS, 

and can be operated in winds up to 30.4 knots (35mph) wind. For safety, stability and fear of 

financial loss I will not fly in winds exceeding 21.7 knots (25 mph). Built in safety systems 

include a GPS mode that allows my UAS to hover/circle in place or land when radio controls 

are released. 

With three (3) modes to choose from, I will fly with the modes safest to complete the videos for 

aerial videography/photography and have the ability to choose the safest, most reliable and 

stable mode to prevent accident and hazard. When pilot communication from the radio 

control is lost, UAS is designed slowly descend to point of takeoff and or to land at point of 

launch after ascending to a pre-set altitude to ensure the UAS will clear any obstacles that 

may be between the takeoff point and the current position of the UAS. This failsafe altitude 

will not be set more than 200ft and is determined before each flight. 

 I, Donald Cridlebaugh (Redstream Digital), will not operate my UAS near airports, 

hospitals nor police heliports, and do not operate near areas where general public is within fifty 

to one hundred (50-100) yards depending on location, conditions and weather. I am constantly 

on alert for any manned aircraft (police/medical helicopters, etc.) and prepared to land/abort 

immediately to the nearest and safest ground point should a manned aircraft approach my 

location or I suspect manned aircraft may approach near my location. My UAS’s are capable of 

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vertical and horizontal operations, and is flown only within my line of sight, as the remote control 

pilot. My UAS's are also flown with a second operator who aids in watching for any obstacles, 

including manned aircraft, within the flight zone of the UAS. Utilizing battery power rather than 

combustible fuels, flights generally last between three (10) to fifteen (25) minutes, with an 

altitude under one hundred fifty (150) feet. (3 )Smart Mode includes, position hold, self-leveling, 

altitude command, GPS, return home feature, and safety control to return home or land in the 

event of communication interruption between RC transmitter and UAS. 

I, Donald Cridlebaugh (Redstream Digital), utilize a fresh fully charged battery with 

each flight as a safety precaution; full flight time limit for each battery is eight (8) to thirty (30) 

minutes as tested. I do not operate my UAS at or below manufacturer recommend minimum 

charge levels for operation; preferring to remain well within a safe operating range to insure 

adequate communication between radio control and UAS to eliminate potential for crash, loss of 

control or hazard. Reserve batteries are at hand with each exercise to insure replacement for 

sufficient safe level of operation. I do not believe in taking risk that may cause a crash, that 

could create hazard to the public/property/manned aircraft, and have no desire to lose an 

investment. I have clocked numerous practice flights in remote areas as a hobbyist simulating 

flights for future commercial use to gain familiarization with the characteristics of this specific 

UAS's performance under different temperature and weather conditions. I also practice 

computerized simulated flights to maintain adequate skills and response reflex time. All for the 

sake of safety. 

I, Donald Cridlebaugh (Redstream Digital), am extremely cautious when operating of 

my UAS/ultra lightweight unmanned aircraft and will not “create a hazard to users of the national 

airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my 

UAS it falls well within Congress’s contemplated safety zone when it promulgated the Reform 

Act and the corresponding directive to integrate UAS's into the national airspace system. 

Donald Cridlebaugh (Redstream Digital)’s UAS, used in hobby flight, has a demonstrable 

safety record and does not pose any threat to the general public or national security. 

IV. How Donald Cridlebaugh (Redstream Digital)’s Request Will Benefit the Public 

as a Whole:

 Aerial videography for geographical awareness, education, search and rescue, land 

management, structure inspections and for real estate marketing has been around for a long 

time through manned fixed wing aircraft and helicopters. For small budget companies, average 

homeowners and property owners the expense of such aerial videography is cost prohibitive. 

Only large companies and high end Realtors or luxury homeowners can afford to absorb such 

expense; depriving non-luxury owners and lower budget companies from a valuable marketing 

tool. Manned aircraft pose a threat to the public through potential crashes that the United States 

has experienced in the past with military aircraft, touring helicopters, and news helicopters 

crashes. Many of them resulting in loss of life. 

 Each aircraft has combustible fuel that burns on impact adding to the already present 

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danger in the event of a crash. My, Donald Cridlebaugh (Redstream Digital)'s, UAS poses no 

such threat since size and lack of combustible fuel alleviates any potential threat to the public. 

Congress has already proclaimed that it is in the public’s interest to integrate commercially flown 

UAS's into the national airspace system, hence the passing of the Reform Act. 

 Granting my, Donald Cridlebaugh (Redstream Digital)’s, exemption request furthers 

the public interest through academic/visual awareness of the geographical benefits in and 

around the Honolulu area. My ultra light weight UAS is battery powered and creates no 

emissions that can harm the environment. The consequence of my ultra light weight UAS 

crashing is far less than a full size helicopter or fixed wing aircraft; which are heavy, contain 

combustible fuel and can cause devastation to the public. The public’s interest is furthered by 

minimizing ecological and crash threat by permitting aerial video/photo capture through my 

battery operated ultra lightweight UAS's. 

 Permitting me, Donald Cridlebaugh (Redstream Digital), to immediately fly within 

national air space furthers economic growth. Granting my exemption request substantially 

furthers the economic impact for the Honolulu and the surrounding community for 

companies looking to relocate or build around Honolulu as well as individuals 

looking to relocate for career advancement through academic and geographical awareness. 

Both of which serve as a stimulus to the community. 

V. Reasons Why Donald Cridlebaugh (Redstream Digital)’s Exemption 

Will Not Adversely Affect Safety Or How The Exemption Will Provide a Level of 

Safety At Least Equal To Existing Rule:

 My, Donald Cridlebaugh (Redstream Digital)’s, exemption will not adversely affect 

safety. Quite the contrary, for the reasons stated permitting me, Donald Cridlebaugh 

(Redstream Digital), to log more flight time in FAA controlled airspace, with communication with 

the FAA, will allow me to contribute to the innovation and implementation of new and novel, as 

of yet undiscovered safety protocols for realtors, land, and structure owners. For development in 

cooperation with the FAA.

 In addition I, Donald Cridlebaugh (Redstream Digital), submit the following 

representations of enhancements to current aerial videography and photography: My UAS’s 

weigh between 6-34 lbs. complete with batteries and cameras; I only operate my UAS below 

200 feet (well within the 400 foot permissible ceiling set by the FAA Modernization and Reform 

Act of 2012); My UAS only operate for 8-30 minutes per flight; I land my UAS prior to 

manufacturer recommended minimum level of battery power; I pilot my UAS through remote 

control only by line of sight; and have live video feed for a secondary pilot to monitor video 

recording; I receive a live telemetry feed from my UAS during all flights which include remaining 

battery voltage, distance, altitude, and any anomalies that may occur during flight; My UAS’s 

Command and Control utilizes spread spectrum 2.4Ghz-2.485Ghz frequencies in accordance 

with CFR 47, Part 15 for model aircraft use; My UAS’s camera system utilizes 

5.725Ghz-5.875Ghz frequencies in accordance with CFR 47, Part 15; My UAS’s have a GPS 

controlled flight controller- a flight safety feature whereby it hovers or circles and then lands at 

the GPS takeoff point if communication with the remote control pilot is lost; The DJI Inspire 1 

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and DJI phantom 3 UAS feature a flight controller app that actively records and analyzes flight 

data through that can be used to update and enhance safety protocols; I only operate in 

reasonably safe environments that are strictly controlled, are away from power lines, elevated 

lights, airports and actively populated areas; I conduct extensive preflight inspections and 

protocols during which safety carries the utmost importance; I always obtain all necessary 

permissions prior to operation; and, I have procedures in place to abort flights in the event of 

safety breaches or potential danger.

 My, Donald Cridlebaugh (Redstream Digital)’s, safety protocols provide a level of safety 

equal to or exceeding existing rules. It is important to note that absent the integration of 

commercial UAS into our national airspace system, helicopters are the primary means of aerial 

video and photography for community awareness real estate, structured inspections, land 

management and search and rescue. While the safety record of such helicopters is remarkably 

astounding, there have been local incidents involving loss of life as well as extensive property 

damage; it is far safer to operate a battery powered lightweight UAS. First, the potential loss of 

life is diminished because UAS's carry no people on board and I only operates my UAS in 

specific areas away from mass populations. Second, there is no fuel on board a UAS and thus 

the potential for fire or explosions is greatly diminished. Third, the small size and extreme 

maneuverability of my UAS allow me to remotely pilot away from and avoid hazards quickly and 

safely. Lastly, given its small size and weight, even when close enough to capture amazing 

images, my UAS need not be so close to the objects they are focused on through the 

technology and use of post editing software allowing pan and zoom. Accordingly, my UAS has 

been experimentally operated for familiarization/competency and will continue to operate at and 

above current safety levels. 

VI. A Summary The FAA May Publish in the Federal Register

 In summary, Donald Cridlebaugh (Redstream Digital) seeks an exemption from the 

following Regulations:14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 

14 C.F.R. §91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 

C.F.R. §91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 91.203(a) and (b); 14 

C.F.R. § 91.405 (a); 14 C.F.R. § 91.407 (a)(1); 14 C.F.R. § 91.409 (a) (2); 14 C.F.R. § 91.409 

(a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to commercially operate my, Donald Cridlebaugh 

(Redstream Digital)’s, small unmanned vehicle/lightweight unmanned aircraft vehicle in 

community awareness, education, structural inspection land management, search and rescue 

and real estate operations, and to develop economic platforms for the aforementioned to 

enhance the experience of those seeking to relocate, rebuild, reevaluate and to find in the 

Honolulu area. 

VII. Additional FAA Required Operating Conditions and Limitations

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When not covered elsewhere in this Operations Manual, the following conditions and 

limitations apply: 

1. The UA must weigh less than 55 pounds (25kg), including energy source(s) 

and equipment 

2. The UA may not be flown at a speed exceeding a ground speed of 85 knots. 

3. Flights must be operated at an altitude of no more than 500 feet above ground level 

(AGL), as indicated by the procedures specified in the operator's manual. All 

altitudes reported to ATC must be in feet AGL. 

4. 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 state driver’s license. 

5. All operations must utilize a visual observer (VO). The VO may be used to satisfy the 

VLOS requirement, as long as the PIC always maintains VLOS capability. The VO 

and PIC must be able to communicate verbally at all times. 

6. If a discrepancy exists between these limitations and any procedure outlined elsewhere 

in this operations manual, the conditions and limitations herein take precedence and 

must be followed. 

7. Prior to each flight, the PIC must inspect the UAS to ensure 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, if utilized, must be included in the preflight inspection. All 

maintenance and alterations must be properly documented in the aircraft records. 

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

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

functional test flight in accordance with the operator's manual. The PIC who conducts 

the functional test flight must make an entry in the UAS aircraft records of the flight. 

9. The operator must follow the manufacturer's UAS aircraft/component, maintenance, 

overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft 

maintenance/component/overhaul, replacement, and inspection/maintenance 

requirements must be established and identified in the operator's manual. At a minimum, 

the following must be included in the operator's manual: 

a. Actuators / Servos 

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b. Transmission (single rotor) 

c. Powerplant (motors) 

d. Propellers 

e. Electronic speed controller 

f. Batteries 

g. Mechanical dynamic components (single rotor) 

h. Remote command and control 

i. Ground control station (if used) 

j. Any other components as determined by the operator 

10. The Pilot in Command (PIC) must possess at least a sport pilot certificate and at least a 

current state driver’s license. The PIC must also meet the flight review requirements 

specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his/her pilot 

certificate. 

11. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), the PIC must have accumulated and logged, in a manner consistent with 14 

CFR § 61.51 (b), a minimum of 200 flight cycles and 25 hours of total time as a UAS 

rotorcraft pilot and at least ten hours logged as a UAS pilot with a similar UAS type (single 

blade or multirotor). Prior documented flight experience that was obtained in compliance 

with applicable regulations may satisfy this requirement. Training, proficiency, and 

experience-building flights can also be conducted under this grant of exemption to 

accomplish the required flight cycles and flight time. During training, proficiency, and 

experience-building flights, all persons not essential for flight operations are considered 

non-participants, and the PIC must operate the UAS with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

12. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), the PIC must have accumulated and logged, in a manner consistent with 14 

CFR § 61.51 (b), a minimum of five hours as UAS pilot operating the make and model of UAS 

to be utilized for operations under the exemption and three take-offs and three landings in the 

preceding 90 days. Training, proficiency, experience-building, and take-off and landing 

currency flights can be conducted under this grant of exemption to accomplish the required 

flight time and 90 day currency. During training, proficiency, experience-building, and take-off 

and landing currency flights, all persons not essential for flight operations are considered non10
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participants, and the PIC must operate the UAS with appropriate distance from non-participants 

in accordance with 14 CFR § 91.119. 

13. Prior to any flight operations authorized by this grant of exemption, the PIC and visual 

observer (VO) must have successfully completed a qualification process, as outlined in 

the operator’s manual. As this is a requirement stipulated by the operator, the test must be 

developed and implemented by a qualified person designated at the sole discretion of the 

operator. A record of completion of this qualification process must be documented and made 

available to the Administrator upon request. 

14. Prior to operations conducted for the purpose of motion picture filming (or similar 

operations), a flight demonstration, administered by an operator-approved and -qualified pilot 

must be successfully completed and documented. This documentation must be available for 

review upon request by the Administrator. Because the knowledge and airmanship test 

qualifications have been developed by the operator, and there are no established practical test 

standards that support a jurisdictional FAA FSDO evaluation and approval of company 

designated examiners, the petitioner will conduct these tests in accordance with the operator’s 

manual. 

15. The UAS may not be operated directly over any person, except authorized and consenting 

production personnel, below an altitude that is hazardous to persons or property on the surface 

in the event of a UAS failure or emergency. 

16. Regarding the distance from participating persons, the operator’s manual has safety 

mitigations for authorized and consenting production personnel. At all times, those persons 

must be essential to the closed-set film operations. Because these procedures are specific to 

participating persons, no further FSDO or Aviation Safety Inspector (ASI) approval is 

necessary for reductions to the distances specified in the petitioner’s manuals. This is 

consistent with the manned aircraft procedures described in FAA Order 8900.1, V3, C8, S1 

Issue a Certificate of Waiver for Motion Picture and Television Filming. 

17. Regarding distance from non-participating persons, the operator must ensure that no 

persons are allowed within 500 feet of the area except those consenting to be involved and 

necessary for the filming production. This provision may be reduced to no less than 200 feet 

if it would not adversely affect safety and the Administrator has approved it. For example, an 

equivalent level of safety may be determined by an aviation safety inspector’s evaluation of 

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the filming production area to note terrain features, obstructions, buildings, safety barriers, 

etc. Such barriers may protect non-participating persons (observers, the public, news media, 

etc.) from debris in the event of an accident. This is also consistent with the same FAA Order 

8900.1, V3, C8, S1. 18. If the UAS loses communications or loses its GPS signal, the UA 

must return to a pre-determined location within the security perimeter and land or be 

recovered in accordance with the operator’s manual. 

18. If the UAS loses communications or loses its GPS signal, the UA must return to a predetermined location within the security perimeter and land or be recovered in accordance 

with the operator’s manual. 

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

accordance with the operator’s manual. 

20. Each UAS operation must be completed within 30 minutes flight time or with 25% 

battery power remaining, whichever occurs first. 

21. The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or 

Authorization (COA) prior to conducting any operations under this 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. 

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

number, registered in accordance with 14 CFR part 47, and have identification (NNumber) markings in accordance with 14 CFR part 45, Subpart C. Markings must 

be as large as practicable. 

23. The operator must develop procedures to document and maintain a record of the UAS 

maintenance, preventative maintenance, alterations, status of replacement/overhaul 

component parts, and the total time in service of the UAS. These procedures must be 

added to the operator’s manual.

24. Each UAS operated under this exemption must comply with all manufacturer Safety 

Bulletins. 

25. The operator must develop UAS technician qualification criteria. These criteria must be 

added to the operator’s manual. 

26. The preflight inspection section in the operator’s manual must be amended to include the 

following requirement: The preflight inspection must account for all discrepancies, i.e. 

inoperable components, items, or equipment, not covered in the relevant preflight 

inspection sections of the operator’s manual. 

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27. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UAS must comply with the Federal Communications Commission (FCC) or 

other appropriate government oversight agency requirements. 

28. At least three days before scheduled filming, the operator of the UAS affected by this 

exemption must submit a written Plan of Activities to the local FSDO with jurisdiction 

over the area of proposed filming. The 3-day notification may be waived with the 

concurrence of the FSDO. The plan of activities must include at least the following: 

a. Dates and times for all flights 

b. Name and phone number of the person responsible for the UAS filming 

production under this grant of exemption 

c. Name and phone number of the person responsible for the on-scene operation 

of the UAS. 

d. Make, model and serial or N-number of the UAS to be used 

e. Name and certificate number of the UAS PIC's involved in the filming 

production event 

f. A statement that the operator has obtained permission from property 

owners and/or local officials to conduct the filming production event; the 

list of those who gave permission must be made available to the 

inspector upon request. 

g. Signature of exemption-holder or representative 

h. A description of the flight activity, including maps or diagrams of any area, 

city, town, county, and/or state over which filming will be conducted and the 

altitudes essential to accomplish the operation 

29. The documents required under 14 CFR § 91.9 and § 91.203 must be available to the PIC 

at the ground control station of the UAS any time the aircraft is operating. These 

documents must be made available to the Administrator or any law enforcement official 

upon request. 

30. The UAS must remain clear and yield the right of way to all other manned operations 

and activities at all times (including, but not limited to, ultralight vehicles, parachute 

activities, parasailing activities, hang gliders, etc.). 

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

operations must be conducted under visual meteorological conditions (VMC). Flights 

under special visual flight rules (SVFR) are not authorized. 

32. The UAS cannot be operated by the PIC from any moving device or vehicle. 

13
14

33. The UAS 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. 

34. The UAS may not operate in Class B, C, or D airspace without written approval from the 

FAA. The UAS may not operate within 5 miles of the geographic center of a non-towered 

airport 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. 

35. Any 1) incident, 2) accident, or 3) flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported to 

the Federal Aviation Administration’s (FAA) 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. Further flight operations may 

not be conducted until the incident, accident, or transgression is reviewed by AFS-80 and 

authorization to resume operations is provided. 

VIII. Conclusion 

Currently, the aforementioned aerial videography/photography relies primarily on the use 

of larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my, 

Donald Cridlebaugh (Redstream Digital)’s, request for exemption will reduce current 

risk levels and thereby enhance safety. My UAS craft do not contain potentially explosive fuel, 

is smaller, lighter and more maneuverable than conventional video and photographic aircraft 

with much less flight time. 

 Further, I operate at lower altitudes and in controlled airspace eliminating potential public 

risk flying to and from established airfields. I, Donald Cridlebaugh (Redstream Digital), 

have been informally analyzing and recording flight information and will compile safety 

protocols and the implementation of a flight operations manual for usage that exceeds 

currently accepted means and methods for safe flight. Formal collection of information shared 

with the FAA will enhance the FAA's internal efforts to establish protocols for complying with 

the FAA Modernization and Reform Act of 2012. There are no personnel on board my, Donald 

Cridlebaugh (Redstream Digital)’s, UAS and therefore the likelihood of death or serious bodily 

injury is significantly diminished. My, Donald Cridlebaugh (Redstream Digital)’s, operation of 

my UAS, weighing less than forty (40) pounds and traveling at lower speeds within limited areas 

low to the ground will provide an equivalent level of safety as that achieved under current FARs. 

Accordingly I, Donald Cridlebaugh (Redstream Digital), respectfully request that the FAA 

grant my exemption request and am willing to cooperate in sharing information to benefit the 

FAA, safety of manned aircraft, and the general public at large. 

14
15

Respectfully submitted,

 

Donald Cridlebaugh (Redstream Digital) 

91-1060 Kahiuka St. 

Ewa Beach, HI 96706

15
16

Appendix A

List of Aircraft 

No. Make and 

Model

Description Serial 

No.

Registration 

No.

1 DJI Inspire Electric powered, 4 Rotor, small 

unmanned multi rotor helicopter

Not 

Purchased 

at this time

Pending

2 DJI Phantom 3 Electric powered, 4 Rotor, small 

unmanned multi rotor helicopter

Not 

Purchased 

at this time

Pending

3 RSD X8 (Similar to 

Cinestar 8)

Electric powered, 8 Rotor, small 

unmanned multi rotor helicopter

RSDX8-001 Pending

4 RSD Y6 Electric powered, Y6 Rotor, small 

unmanned multi rotor helicopter

RSDY6-001 Pending

16
17

Appendix B 

1. DJI Inspire One 

The operation of the DJI INSPIRE ONE system is as follows. 

1. Build Materials 

I. Plastic 

II. Aluminum

III. Carbon Fiber 

 

2. Motor Configuration 

I. The DJI INSPIRE ONE flight is a 4 motor quadcopter setup. 

3. Payload 

(i) The DJI INSPIRE ONE flies it’s own light-weight integrated camera. 

(ii) Maximum weight- 7.5 lbs.

4. Maintaining the DJI INSPIRE ONE

I. Before and After each flight:

1. Perform Visual inspection of airframe for signs of damage/ Tampering 

 (pay close attention to “stress risers” when looking for cracks)

2. Inspect hardware for security. 

3. Inspect motors for security and ensure they are level

4. Inspect propellers for Security and Ensure there are no visual signs of: Nicks, cracks, 

stress, or missing balancing tape (if used). 

5. Inspect wiring to motors, motor controllers, power distribution board, and flight controller for 

signs of: Nicks, Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and 

Shrink Tubing

6. Inspect batteries for signs of damage, over discharge (puffing), and state of charge.

 (Aircraft can only be flown with a FULLY charged battery) 

17
18

7. Perform an operational checkout of the navigation lighting system 

II. After 24 flight hours: 

 Remove / inspect: 

1. Remove propellers; Inspect for: 

 Nicks, cracks, stress, and missing balancing tape (if Used).

2. Remove motors; Inspect for: 

 Damage, Bearing Roughness / Excessive Play, Bent Propeller Shafts / Worn threads, 

Worn Propeller Nut, Chaffing wires, Defective Solder Joints, Damaged Insulation / Shrink 

Tubing, Motor wire connectors for proper engagement into ESCs (replace connectors if 

engagement isn’t secure).

 

3. Remove motor mounts from arms; Inspect for: 

 Cracks, Damage, Elongated Bolt Holes, Hardware Serviceability 

4. Remove ESC’s; Inspect for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged insulation and shrink tubing, ESC 

connectors for proper engagement into power distribution board (replace connectors if 

engagement isn’t secure).

5. Remove Arms; Inspect for: 

 Damage and Condition / Security of Lighting components (if installed) 

6. Remove Power Distribution board from airframe; Inspect for: 

 Cracks, Damage, Defective Solder Joints, Signs of Overheating / Arcing, ESC 

connectors for burning, Broken / Missing insulation, Wires for damage / Broken wire 

strands, and Hardware serviceability. 

7. Remove Gimbal; Inspect for: Damage, Bearing roughness / Excessive play, Wire 

chaffing, Damaged insulation / Shrink tubing, Loose / Missing hardware, and Motor wire 

connectors for proper engagement into Gimbal Control Board (replace connectors if 

engagement isn’t secure).

8. Inspect Landing Gear retract mechanism for: Damage, Cracks (pay close attention to 

stress riser areas), Loose / Missing hardware, Cuts, Chaffing, and Damaged wires

9. Inspect Airframe for: 

18
19

 Cracks, Damage, Elongated bolt holes, Hardware serviceability, and Broken clamps 

Re-assemble: 

Note: 

 When using foam mounting tape thoroughly clean the surfaces to be bonded Prior to 

installation

1. Re-install Power Distribution Board 

2. Re-install Motors 

3. Re-install ESCs (clean surface for good foam tape adhesion) 

4. Re-install Arms (ensure the motor orientation is correct. wires connected correctly) 

5. Re-install Flight controller as req, Verify Proper orientation of IMU module and GPS antenna 

Verify that all connections are secure and all components are properly adhered. 

6. Perform and Operational Checkout of the navigation lighting system 

7. Perform IMU Calibration, Motor test, and Transmitter input calibration 

8. Install Propellers as required 

19
20

Appendix C 

2. DJI Phantom 3 

The operation of the DJI Phantom 3 system is as follows. 

1. Build Materials 

I. Plastic 

II. Aluminum

III. Carbon Fiber 

 

2. Motor Configuration 

I. The DJI Phantom 3 is a 4 motor quadcopter setup. 

3. Payload 

(i) The DJI Phantom 3 flies it’s own light-weight integrated camera. 

(ii) Maximum weight- 2.8 lbs 

4. Maintaining the DJI Phantom 3 

I. Before and After each flight:

1. Perform Visual inspection of airframe for signs of damage/ Tampering 

 (pay close attention to “stress risers” when looking for cracks)

2. Inspect hardware for security. 

3. Inspect motors for security and ensure they are level

4. Inspect propellers for Security and Ensure there are no visual signs of: Nicks, cracks, 

stress, or missing balancing tape (if utilized). 

5. Inspect wiring to motors, motor controllers, power distribution board, and flight controller for 

signs of: Nicks, Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and 

Shrink Tubing

6. Inspect batteries for signs of damage, over discharge (puffing), and state of charge.

20
21

 (Aircraft can only be flown with a FULLY charged battery) 

7. Perform an operational checkout of the navigation lighting system 

II. After 24 flight hours: 

 Remove / inspect: 

1. Remove propellers; Inspect for: 

 Nicks, cracks, stress, and missing balancing tape (if Used).

2. Remove motors; Inspect for: 

 Damage, Bearing Roughness / Excessive Play, Bent Propeller Shafts / Worn threads, 

Worn Propeller Nut, Chaffing wires, Defective Solder Joints, Damaged Insulation / Shrink 

Tubing, Motor wire connectors for proper engagement into ESCs (replace connectors if 

engagement isn’t secure).

 

4. Remove ESC’s; Inspect for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged insulation and shrink tubing, ESC 

connectors for proper engagement into power distribution board (replace connectors if 

engagement isn’t secure).

6. Remove Power Distribution board from airframe; Inspect for: 

 Cracks, Damage, Defective Solder Joints, Signs of Overheating / Arcing, ESC 

connectors for burning, Broken / Missing insulation, Wires for damage / Broken wire 

strands, and Hardware serviceability. 

7. Remove Gimbal; Inspect for: Damage, Bearing roughness / Excessive play, Wire 

chaffing, Damaged insulation / Shrink tubing, Loose / Missing hardware, and Motor wire 

connectors for proper engagement into Gimbal Control Board (replace connectors if 

engagement isn’t secure).

8. Inspect Landing Gear: Damage, Cracks (pay close attention to stress riser areas), Loose 

/ Missing hardware, Cuts, Chaffing, and Damaged wires

9. Inspect Airframe for: 

 Cracks, Damage, Elongated bolt holes, Hardware serviceability, and Broken clamps 

21
22

Re-assemble: 

Note: 

 When using foam mounting tape thoroughly clean the surfaces to be bonded Prior to 

installation

1. Re-install Power Distribution Board 

2. Re-install Motors 

3. Re-install ESCs (clean surface for good foam tape adhesion) 

5. Re-install Flight controller as req, Verify Proper orientation of IMU module and GPS antenna 

Verify that all connections are secure and all components are properly adhered. 

6. Perform and Operational Checkout of the navigation lighting system 

7. Perform IMU Calibration, Motor test, and Transmitter input calibration 

8. Install Propellers as required

22
23

Appendix D

RSD X8 (Similar to Cinestar 8)

 The operation of the RSD X8 multirotor system are as follows (the flight controller operation 

manual is NOT explained in this manual but can be found in Appendix I)

1. Build Materials

I. Carbon Fiber 

II. ABS Plastic 

III. Stainless Steel Hardware 

2. Motor Configuration

I. X8 configuration utilizing 8 motors (U-power U7 420Kv) each of which are powered by

“Phoenix Edge Lite” electronic speed controllers (ESC’s). The motors are configured with 

2 motors per arm, one top and one bottom spinning in a counter-rotating direction. The 

Y6 will use but not be limited to either the DJI A2 or the Pixhawk flight controller. We 

have tested this situation and can confirm it works as described. 

II. In this configuration the RSD X8 can handle up to four (4) motors failing and still be capable 

of controlled flight.

3. Payload 

I. The gimbals that will be flown on the RSD X8 include, but are not limited to, 

Brushlessgimbals.com AF-10, or Freefly Systems MoVI M5, M10, or M15 camera gimbal.

II. The cameras that will be flown on the RSD X8 include, but are not limited to, Canon 

5DMKIII, Canon 7D, Panasonic GH4, Canon 1D-C, RED Epic, RED Dragon, and Sony FS700. 

III. Maximum Weight- 34lbs 

4. Maintaining the RSD X8 Multirotor 

I. Before and After each flight: 

1. Perform Visual inspection of airframe for signs of damage/ Tampering 

 (pay close attention to “stress risers” when looking for cracks)

2. Inspect all hardware for Security. 

23
24

3. Inspect motors for Security and Ensure they are level

4. Inspect propellers for Security and Ensure there are no visual signs of: Nicks, cracks, 

stress, or missing balancing tape (if installed). 

5. Inspect all wiring to motors, motor controllers, power distribution board, and flight controller 

for signs of: Nicks, Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and 

Shrink Tubing

6. Inspect batteries for Signs of damage, over discharge (puffing), and state of charge.

 (Aircraft can only be flown with a FULLY charged battery) 

7. Perform and Operational Checkout of the navigation lighting system 

II. After 24 flight hours: 

 Remove / inspect: 

1. Remove Propellers, Inspect for: 

 Nicks, cracks, stress, and missing balancing tape (if Used).

2. Remove Motors, Inspect for: 

 Damage, Bearing Roughness / Excessive Play, Bent Propeller Shafts/Worn threads, 

Worn Propeller Nut, Chaffing wires, Defective Solder Joints, Damaged Insulation / Shrink 

Tubing, Motor wire connectors for proper engagement into ESCs (replace connectors if 

engagement isn’t secure).

 

3. Remove motor mounts from arms, Inspect for: 

 Cracks, Damage, Elongated Bolt holes, Hardware Serviceability 

4. Remove ESC’s, inspect for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and Shrink Tubing, ESC 

connectors for proper engagement into Power Distribution board (replace connectors if 

engagement isn’t secure).

5. Remove Arms, Inspect for: 

 Damage, Condition / Security of Lighting components (if installed), and condition of 

Paint. 

6. Remove Power Distribution board from Hub Assembly and inspect for: 

 Cracks, Damage, Defective Solder Joints, Signs of Overheating / Arcing, ESC 

Connectors for burning, Broken / Missing insulation, Wires for Damage / Broken wire 

strands, and Hardware Serviceability. 

24
25

7. Remove Gimbal Quick disconnect Rods, inspect for: Wear, Damage, Elongated Bolt holes, 

and Hardware Serviceability. 

8. Remove flight controller as much as necessary to inspect for: Security, Damaged wires / 

Connectors, Chaffing, Proper orientation, and Update firmware as required 

9. Inspect Hub for: 

 Cracks, Damage, Elongated Bolt holes, Hardware Serviceability, and Broken Clamps 

Re-assemble: 

Note: 

 When using foam mounting tape thoroughly clean the surfaces to be bonded Prior to 

installation

1. Re-install Power Distribution Board 

2. Re-install motors 

3. Re-install ESCs (clean surface for good foam tape adhesion) 

4. Re-install Arms (ensure the motor orientation is correct. wires connected correctly) 

5. Re-install Flight controller Verify Proper orientation of IMU module and GPS antenna Verify 

that all connections are secure and all components are properly adhered. 

6. Install Gimbal Quick disconnect Rods 

7. Verify that motors are straight 

8. Perform and Operational Checkout of the navigation lighting system 

9. Perform IMU Calibration, Motor test, and Transmitter input calibration 

10. Install Propellers as required 

Every 24 hours of Operation Inspect Gimbal as follows: 

1. Inspect Gimbal Quick Release Mechanism for: 

25
26

 Cracks, Damage, Threads for wear, and Hardware for Security

2. Inspect Rubber Vibration dampeners for: 

 Condition and Hardware for Security

3. Inspect Gimbal Legs for: 

 Cracks, Loose / Missing Hardware 

 (If installed Inspect Wheels for damaged / bent Axles Rubber for damage/ Dry 

 rot, and Hardware for security).

4. Inspect Motors for: 

 Damage, Bearing Roughness / Excessive Play, Wire Chaffing, Damaged Insulation / 

Shrink Tubing, Loose / Missing Hardware, and Motor wire connectors for proper 

engagement into Gimbal Control board (replace connectors if engagement isn’t secure).

5. Inspect Gimbal Structure for: 

 Damage, Cracks (pay close attention to stress riser areas), Loose / Missing Hardware 

6. Inspect Gimbal Control Board (GCB) and Associated wiring for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and Shrink Tubing, 

Loose / Missing Hardware, Motor connectors for proper engagement into GCB 

(replace connectors if engagement isn’t secure).

7. Perform IMU Calibration if past performance indicates the need 

8. Perform Operational Check out of Gimbal, Update PID Settings as needed. 

26
27

Appendix E

RSD Y6

 The operation of the RSD Y6 multirotor system are as follows (The flight controller operation 

manual is NOT explained in this manual but can be found in Appendix I)

1. Build Materials

I. Carbon Fiber 

II. ABS Plastic 

III. Stainless Steel Hardware 

2. Motor Configuration

I. Y6 configuration utilizing 6 motors (T-Motor 3506-25 650Kv) each of which are powered 

by 40Amp electronic speed controllers (ESC’s). The motors are configured with 2 motors per 

arm, one top and one bottom spinning in a counter-rotating direction. The Y6 will use but not be 

limited to either the Pixhawk or DJI A2 flight controller. We have tested this situation and can 

confirm it works as described. 

II. In this configuration the RSD Y6 can handle up to four (2) motors failing and still be capable 

of controlled flight.

3. Payload 

I. The gimbals that will be flown on the RSD Y6 include, but are not limited to the Zenmuse 

H4-3D, Tarot T-2d/3d. 

II. The cameras that will be flown on the RSD X8 include, but are not limited to,Gopro Hero 4, 

and the Sony NEX 7. 

III. Maximum Weight- <8 lbs 

4. Maintaining the RSD Y6 Multirotor 

I. Before and After each flight: 

1. Perform Visual inspection of airframe for signs of damage/ Tampering 

 (pay close attention to “stress risers” when looking for cracks)

27
28

2. Inspect all hardware for Security. 

3. Inspect motors for Security and Ensure they are level

4. Inspect propellers for Security and Ensure there are no visual signs of: Nicks, cracks, 

stress, or missing balancing tape (if installed). 

5. Inspect all wiring to motors, motor controllers, power distribution board, and flight controller 

for signs of: Nicks, Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and 

Shrink Tubing

6. Inspect batteries for Signs of damage, over discharge (puffing), and state of charge.

 (Aircraft can only be flown with a FULLY charged battery) 

7. Perform and Operational Checkout of the navigation lighting system 

II. After 24 flight hours: 

 Remove / inspect: 

1. Remove Propellers, Inspect for: 

 Nicks, cracks, stress, and missing balancing tape (if Used).

2. Remove Motors, Inspect for: 

 Damage, Bearing Roughness / Excessive Play, Bent Propeller Shafts/Worn threads, 

Worn Propeller Nut, Chaffing wires, Defective Solder Joints, Damaged Insulation / Shrink 

Tubing, Motor wire connectors for proper engagement into ESCs (replace connectors if 

engagement isn’t secure).

 

3. Remove motor mounts from arms, Inspect for: 

 Cracks, Damage, Elongated Bolt holes, Hardware Serviceability 

4. Remove ESC’s, inspect for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and Shrink Tubing, ESC 

connectors for proper engagement into Power Distribution board (replace connectors if 

engagement isn’t secure).

5. Remove Arms, Inspect for: 

 Damage, Condition / Security of Lighting components (if installed), and condition of 

Paint. 

6. Remove flight controller as much as necessary to inspect for: Security, Damaged wires / 

Connectors, Chaffing, Proper orientation, and Update firmware as required 

28
29

7. Remove Gimbal, Inspect for: Wear, Damage, Elongated Bolt holes, loose and missing 

Hardware 

8. Inspect Gimbal Control Board (GCB) and Associated wiring for: 

 Cuts, Chaffing, Defective Solder Joints, Damaged Insulation and Shrink Tubing, 

Loose / Missing Hardware, Motor connectors for proper engagement into GCB 

(replace connectors if engagement isn’t secure).

9. Inspect Gimbal Vibration dampeners for: 

 Condition and Loose / Missing Hardware

10. Inspect Gimbal Motors for: 

 Damage, Bearing Roughness / Excessive Play, Wire Chaffing, Damaged Insulation / 

Shrink Tubing, Loose / Missing Hardware, and Motor wire connectors for proper 

engagement into Gimbal Control board (replace connectors if engagement isn’t secure).

11. Inspect Gimbal Structure for: 

 Damage, Cracks (pay close attention to stress riser areas), Loose / Missing Hardware 

12. Perform IMU Calibration if past performance indicates the need 

13. Perform Operational Check out of Gimbal, Update PID Settings as needed. 

14. Remove Landing Gear, Inspect for: 

 Cracks, Damage, Elongated Bolt holes, Hardware Serviceability, and Broken 

Clamps (if applicable), retract wiring / connectors for chaffing/ Damage 

14. Remove Power Distribution board from Hub Assembly and inspect for: 

 Cracks, Damage, Defective Solder Joints, Signs of Overheating / Arcing, ESC 

Connectors for burning, Broken / Missing insulation, Wires for Damage / Broken wire 

strands, and Hardware Serviceability.

15. Inspect Hub for: 

 Cracks, Damage, Elongated Bolt holes, Hardware Serviceability, and Broken Clamps 

Re-assemble: 

Note: 

 When using foam mounting tape thoroughly clean the surfaces to be bonded Prior to 

installation

29
30

1. Re-install Power Distribution Board 

2. Re-install motors 

3. Re-install ESCs (clean surface for good foam tape adhesion) 

4. Re-install Arms (ensure the motor orientation is correct. wires connected correctly) 

5. Re-install Flight controller Verify Proper orientation of IMU module and GPS antenna Verify 

that all connections are secure and all components are properly adhered. 

6. Install Landing Gear 

7. Install Gimbal 

8. Verify that motors are straight 

9. Perform an Operational Checkout of the navigation lighting system 

10. Perform an Operational Checkout of the gimbal, Adjust PID’s as needed 

11. Perform IMU Calibration, Motor test, and Transmitter input calibration 

12. Install Propellers as required 

30
31

Appendix F

Battery Care / Inspections 

Note:

If Aircraft isn’t to be flown within two days Charge / Discharge 

batteries to proper storage Voltage

Pre / Post Flight Inspection: 

1. Inspect batteries for: Damage, signs of over discharge (puffing), Exceeded Minimum Cell 

Voltage, Correct State of Charge (aircraft is not permitted to begin a flight with out a fully 

charged battery)

2. Charge batteries as soon as possible after use (to Full or Storage charge) 

3. Record usage data in battery log for health tracking 

4. Install Battery Terminal / Balance connector Covers if the battery is not going to be used 

immediately (The use of electrical / Gaffer’s tape is acceptable if Caps are not available) 

 

Before and after transport: 

1. Inspect Batteries for: 

 Damage, over discharge (puffing), Evidence of Overheating, Exceeded Minimum Cell 

Voltage, 

 Correct Storage Voltage. 

2. Install Battery Terminal / Balance Connector Caps 

 (The use of electrical / Gaffer’s tape is acceptable if Caps are not available) 

3. Transport and Store Batteries in RSD approved Storage case. 

4. If damage is found consult the manufacturer for disposal criteria. 

31
32

Batteries in Storage: 

1. Every Two Weeks Inspect Batteries for: 

 Damage, over discharge (puffing), Evidence of Overheating, Exceeded Minimum Cell 

 Voltage, Correct Storage Voltage.

2. Ensure battery storage location is secure from children and pets, Free of flammable 

substances, and 

3. Ensure Batteries have Terminal / Balance Connector Caps installed at all times while 

in storage (The use of electrical / Gaffer’s tape is acceptable if Caps are not available)

32
33

Appendix G 

Ground Station Inspection

 Inspect the following Items for Presence and Serviceability as required for each 

mission.

Note:

Unless specifically noted required quantities of each item will be determined by the PIC 

at the time of departing home station (take only what is req)

Video feed components:

Video Goggles (Ensure Goggles have Sunlight warning label)

Video Monitors (batteries and charge adapters for each)

Video Receivers / Antennas 

Tripods (if used)

Shoulder mount (if used)

Transmitters:

Copter -Neck strap, Batteries / Spare Batteries

Gimbal -Neck strap, Batteries / Spare Batteries

Ground station computer:

Computer

Charger

Card reader (min 2ea.)

HDMI Cord (1ea.)

USB Cords (min 2ea. mini, and 2ea. micro USB) 

Telemetry Radio and Antenna

Flashdrives (min 2ea.)

Flashdrive “Live” operating system (degraded ops capabilities)

Ext. Hard drive for data recovery and data storage (min 2ea.)

Power Generation / battery charging:

33
34

AC-DC Power supply

Lipo Charger

Battery charging cables (charger to batteries)

Vehicle Power Adapter (connects charger to vehicle battery)

Gasoline Generator

Power inverter 12VDC-120VAC

NIMH AA charger (12V adapter and AC adapter)

Basic Tool Kit:

Screwdriver set

Allen Key set (metric

Ratcheting screwdriver / Apex bits

2.5mm Apex bits

Needle-nose pliers

EMT Shears

Knife

Wire Maintenance kit:

Soldering Iron

De-Soldering tool

Flux

Solder

Emery cloth

Paper towels or sponge

Isopropyl Alcohol

Shrink tubing

Heat gun (or equivalent for remote ops)

Multimeter (w/test leads)

Bench stock:

Zip-ties

Wire (assorted)

Shrink tubing

Isopropyl Alcohol

Waxed String

Gaffer’s Tape

Assorted Hardware

Servo extension leads

34
35

Battery balance plug extensions

35
36

Appendix H

Personal Protocols/ Controls/Flight Manual 

Protocols and Controls

Safety for public on the ground as well as manned aircraft above is an essential and 

utmost consideration for aerial videos and photography. As such, safety protocols and controls 

must be implemented through pre-flight preparation and during flight.

Before flight: 

 * Perform Pre-Flight Inspection IAW applicable UAS Maintenance Tech data. 

 * Check weather forecasts for wind advisory or other conditions that my impact flight. 

 * Consult Sky Vector aeronautical Charts (skyvector.com) for airport vicinity and

 flight paths of air traffic. 

 * Contact affected airports to advise of expected time of flight, flight duration, Max flight 

 altitude, and other pertinent information. 

 Inspect flight area for:

* Vicinity of light poles, power lines, trees, flocks of birds, and obstructions that may pose 

 potential flight hazard.

* Vicinity of roadways 

* Gatherings of people that may attract viewers

* Identify optimal control point for UAS while in flight

* Identify several emergency landing areas 

Takeoff and landing:

Flight Protocol:

 * Takeoff and land from same location 

 * Have alternate landing areas in case of emergencies. 

 * Begin all Flights with Fully charged batteries. 

 * Set Low Battery Warning and Flight Timer as a safety alert. 

 * Remain alert to birds, aircraft, curious public, and approaching vehicles. 

 * Do not allow anyone to engage in conversation or distract the PIC. 

 * Restrict flight to minimal elevation required to achieve desired results. 

 * Remain prepared for an emergency landing at all times. 

 * Pay attention to flight time and Low Battery Warning. 

36
37

 * Disconnect Batteries and Inspect for signs of Overheating immediately after landing

Post flight: 

 * Disconnect batteries to prevent accidental activation of propulsion system 

 * Inspect batteries for signs of Overheating and damage immediately after landing

 * Secure UAS in a safe location 

 * Remove all warning signs from public access areas

 * Perform Post flight inspection as soon as practical IAW applicable UAS Tech Data 

Emergency or Suspected Hazard: 

Immediately land UAS at safest landing site if any of the following are encountered:

* Manned aircraft is heard or seen in vicinity of flight 

* There is a public gathering within established safety boundary wanting to observe flight 

* Pilot is being distracted from focusing on the flight and safety 

* Sudden change in weather (wind bursts) 

* Sudden increase in vehicular traffic in vicinity of flight 

* Birds enter into proximity of flight 

* Any sudden unsafe event that can cause collision, distraction or interruption of control 

Safety for the public on the ground as well as manned aircraft in the air is the most important 

consideration for aerial filming and photography. 

Maintaining a record of safe flight for FAA request and for determining future UAS safety 

protocols is imperative. 

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Redstream Digital Flight Ops Log 

Date:__________ 

Location:___________________________________________________ 

Purpose:___________________________________________________

Proximity to airport / Direction: _________________ 

 Airport notified: No / Yes Date:_______________ Time: ______________ 

Phone Number: _______________________ 

Contact Name:___________________________________ 

Nearest major intersection: 

______________________________________________________________ 

Proximity to medium traffic road: 

_________________________________________________________ 

Proximity to heavily traveled roadway road: 

_________________________________________________ 

Proximity to congested population: 

____________________________________________________________________________

Approx. Takeoff Time : GMT: 

Weather Good / Fair / Poor Comment :____________________________________________

Visibility Good / Fair / Poor Comment : ___________________________________________

Wind Speed ___mph ___Gusts/MPH ___avg/MPH Comment : ________________________

Approx. Landing Time (LCL): _________ GMT: ________ Field Elevation MSL: _________

Safety Concerns:______________________________________________________________

Additional Comments: _________________________________________________________

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Appendix I

Aircraft Manuals 

This Appendix includes UAS manufacturer's user manuals, maintenance instructions, and 

illustrated parts catalogs. These manuals may be attached to the docket when submitted. 

Information regarding design, aircraft performance, fail-safe features, operating limitations, 

normal and emergency procedures, and maintenance and inspection procedures is contained 

within the manuals and supplemental information documents listed below: 

 1. DJI Inspire Manual V1.0 

 Inspire 1 Maintenance Manual v1.0

 Inspire 1 Intelligent Flight Battery Safety Guidelines v1.4 

 Inspire 1 Safety Guidelines

 https://www.dji.com/product/inspire-1/download

2. DJI Phantom 3 Professional Quick Start Guide

 DJI Phantom 3 Professional Manual 

 DJI Phantom 3 Intelligent Flight Battery Safety Guidelines 

 DJI Phantom 3 Safety Guidelines and Disclaimer

 http://www.dji.com/product/phantom-3/download

3. DJI A2 flight controller Manual “A2 Quick Start Guide v1.22” 

 Primary controller for the RSD X8 

 https://www.dji.com/product/a2/download

 

4. Pixhawk Flight control Manual 

 Primary Flight controller for the RSD Y6 

 https://3drobotics.com/wp-content/uploads/2014/03/pixhawk-manual-rev7.pdf

5. Icharger 4010Duo User manual 

 This is our primary charger (Covers Lipo safety) 

http://www.icharger.co.nz/manuals/4010DUO.pdf

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6. Freefly Cinestar 8 

 Our RSD X8 is a variant of this Model Maintenance and setup are similar 

 http://d27w8s76bjlz9v.cloudfront.net/wp-content/uploads/2014/07/cinestar8Manualv4.pdf

7. RSD Y6 is a Variant of the Tarot 680 Hexacopter It’s manual can be found here. 

 http://www.rcgroups.com/forums/showatt.php?attachmentid=5376198

 8. Futaba 10J (Primary radio used It Provides telemetry for low battery warnings and) 

 http://manuals.hobbico.com/fut/10j-manual.pdf

For more information or questions about these manuals please contact: 

Don Cridlebaugh

Redstream Digital

91-1060 Kahiuka St. 

Ewa Beach, HI 96706 

(937) 302-8327

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