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 lightweight2

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/r ealtor 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)

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### 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

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### 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 imp act 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 considerednon-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-offand landing currency flights, all persons not essential for flight operations are considered non1011

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

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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 serialnumber, 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.

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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.

1415

Respectfully submitted,

Donald Cridlebaugh (Redstream Digital)

91-1060 Kahiuka St. Ewa Beach, HI 96706

1516



## 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 

### Pendin g

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

1617



## Appendix B

1. DJI Inspire One

Th e 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 flie s 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)

1718

7. Perform an operational checkout of the navigation l ighting 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:

1819

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 l ighting system
7. Perform IMU Calibration, Motor test, and Transmitter input calibration
8. Install Propellers as required

1920



# 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.

2021

(Aircraft can only be flown with a FULLY charged battery)
7. Perform an operational checkout of the navigation l ighting 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

2122



### 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 l ighting system
7. Perform IMU Calibration, Motor test, and Transmitter input calibration
8. Install Propellers as required

2223



# 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

.

2324

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 l ighting 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.

2425

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 l ighting 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:

2526



### 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.

2627



# Appendix E

RSD Y6 The operation of the RSD Y6 multirotor system are as follows (T he 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)

2728

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 l ighting 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

2829

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

2930

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 l ighting 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

3031 

# 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.

3132



### 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)

3233 

# 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:

3334



## 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

3435



### Battery balance plug extensions

3536 

# 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 e mergency 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.

3637

* 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.

3738 

# 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: _________________________________________________________

3839 

# 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 Guideline s 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

3940

6. Freefly Cinestar 8 Our RSD X8 is a variant of this Model Maintenance and setup are similarhttp://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

40