William Gretsinger

- SECTION 333 EXEMPTION REQUEST Page 1 of 

### 3

July 27, 2015

U.S. Dept. of Transportation, Docket Operations

West Building Ground Floor, Room w12

- 140

1200 New Jersey Avenue, SE.,

Washington, DC 20590

Submitted Electronically via the Federal Docket Management System (FDMS)

Re: Exemption Request under Section 333 of the FAA Reform Act and Part 11 of the Federal

Aviation Regulations

Dear Sir or Madam:

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

William Gretsinger am seeking an exemption from Part 21 Subpart H ; and Sections 91.203 (a) (1)

, 45.23

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

- 91.417 ) Subpart E, of

Tit le 14, Code of Federal Regulations (14 CFR). This proposed exemption would allow for the operation

of our unmanned aircraft system (UA S ) the DJI Inspire 1.

THE UNMANNED AIRCRAFT (UA S ):

 The UA S is lightweight (under 55l b. gross weight), battery operated multi Rotor copter s that

take off and land vertically and have the ability to hover in one location during flight.

THE UA S INCLUDES:

 An on

- board flight computer with GPS navigation and location ability that receives signals for

flight controls from a ground

- based transmitter/controller;

 An on

- board camera capable of capturing imagery in the form of full color, high definition still

photos and video

 An on

- board telemetry system that delivers flight data from the on

- board flight computer to the

on

- board radio transmitter including altitude AGL, horizontal and vertical speed, compass

direction of flight and direction back to its launch site

 A 5.8GHz on

- board radio transmitter that transmits live video from the on

- board camera plus all

the flight data from the telemetry system described above

THE GROUND STATION PART OF THE SYSTEM:

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

controls the UA S while in the air

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

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

and system telemetry real time from the UA S

 A Visual Observer (VO), a person who provides a second pair of eyes to visual ly track the UA S

while in flight.William Gretsinger

- SECTION 333 EXEMPTION REQUEST Page 2 of 

### 3

PILOT IN COMMAND (PIC) AND VISUAL OBSERVER:

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

Qualifications. Additionally, the PIC and VO will per form maintenance on the s ystem and will complete a

course of maintenance instruction as part of their initial training.

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

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

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

of safety than manned aircraft performing the same mission.

INTENDED USE:

The requested exemption would allow us to use the UA S for aerial image acquisition to support various

mapping and surveying applications as we ll as video documentation for the public good. Typical

applications would include, but are not limited to:

 Videography/ Film

- making

 Aerial Photography

 Real Estate Photography

 Aerial Mapping

 Aerial Surveys

The inherent ability of UA S is to capture imagery from a low altitude including oblique photos and video

from several angles is far more effective than ground

- based imagery for displaying the characteristics of

buildings, sites and properties or areas where inspection or monitoring is needed. The applic ant in the

past has chartered fixed wing aircraft and/or helicopters for this purpose, which have proven more

costly than many clients have been able to afford, resulting loss of opportunities. The reduced cost and

higher quality data from UA S will be bene ficial to the public in the above mentioned applications

.

PUBLIC SAFETY :

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

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

thereby reducing current risk levels and enhancing public safety. With a small payload and maximum

flight time of approximately 2 2 minutes, UA S offer little or no risk to national security. In addition the

DJI UA S ha ve their own built in flight restrictions in special areas such as airports, which limit flight in

these areas. More information can be found in the UA S User Manual or on DJI’s website at

https://www.dji.com/fly

- safe

.

SUMMARY GRANT REQUEST :

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

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

.

 The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213

also apply to this request

 A grant of exemption would be in the public interest.William Gretsinger

- SECTION 333 EXEMPTION REQUEST Page 3 of 

### 3

THE REGULATIONS FROM WHICH THE EXEMPTION S ARE BEING REQUESTED

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

together w ith a proposed equivalent level of safety for each regulation:

- 14 CFR Part 21 Subpart H Addendum Page 1

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

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

- 14 CFR 91.7 (a) Addendum Page 2

- 14 CFR 91.9 Addendum Page 2

- 14 CFR 61.113, 61.133 Addendum Page 2

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

- 14 CFR 91.151 Addendum Page 3

- 14 CFR Subpart E (91.401

- 91.417) Addendum Page 4

- FAA Policy 8900.227 Paragraph 16(c)(4) and Paragraph 16(e)(1) Addendum Page 4

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

s a f e t y

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

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

.

S inc e r e l y

,

William Gretsinger

Phone: 254

- 979

- 5255

Email: rgretsinger@gmail.com

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

App e ndix A

– F l i g ht Operations/Procedures

App e ndix B

– User ’ s Man ua lWilliam Gretsinger

- EXEMPTION REQUEST AND LEVEL OF SAFETY Page 1 of 

### 4 A D DEN D UM

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

I

, William Gretsinger am r e qu e st ing a n e x e mp t ion f r om t he f ol l owing re g u l a t i ons a s w e ll a s a n y

a ddi t ional r e g ulations that m a y t e c hnic a l l y a pp l y t o the op e r a t i on s of the DJI Inspire 1.

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

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

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

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

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

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

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

upon cons ideration of the size, weight, speed, operational capability, and proximity to airports and

populated areas of the particular UAS . In all cases, an analysis of these criteria demonstrates that the

UAS operated without an airworthiness certificate, in the r estricted environment and under the

conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or

rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The UAS to be operated hereunder is less than 55 lbs. fully loaded, is by definition unmanned and carries

neither a pilot nor passenger, carries no explosive materials or flammable liquid fuels, and operates

exclusively within a limited flight area. Unlike other civil a ircraft, operations under this exemption will

be tightly controlled and monitored by the Operator and will also remain within the requirements of,

and in compliance with, local public safety requirements. These safety enhancements, which already

apply to c ivil aircraft provide a greater degree of safety to the public and property owners than

conventional operations conducted with airworthiness certificates issued under 14 C.F.R. Part 21,

Subpart H. Lastly, application of these same criteria demonstrates tha t there is no credible threat to

national security posed by the UAS due to its size, speed of operation, location of operation, lack of

explosive materials or flammable liquid fuels, and inability to carry a substantial external load.

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

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

number is displayed on limited, res tricted or light

- sport category aircraft or experimental or

provisionally certificated a ircraf t, the operator must also display on that aircraft near each entrance to

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

words "limited," "restricted," "light

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

Even though the UA S will have no airworthiness certificate, an e xemption may be needed as the UAS

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

placed. Given the size of the UA S , two

- inch lettering will be impossible. The word "Experimental" will be

placed on the fuselage in compliance with 45.29 (f). The equivalent level of safety will be provided by

having the UAS marked on its fuselage as required by 45.29 (f) where the pilot, observer and others

working with the UAS will see the identification of the UAS as "Experimental."William Gretsinger

- EXEMPTION REQUEST AND LEVEL OF SAFETY Page 2 of 

### 4

The FAA has issued the following e xemptions to this regulation to Exemptions Nos. 10700, 8738, 10167

and 10167 A.

14 C.F.R. 91.7(a): Civil aircraft airwo rthiness.

The regulation requires that no person may operate a civil aircraft unless it is in airworthy condition.

As there will be no airworthiness certificate issued for the aircraft, should this exemption be granted, no

FAA regulatory standard will e xist for determining airworthiness. Given the size of the aircraft and the

requirements contained herein for the use of safety check lists prior to each flight, an equivalent level of

safety will be provided.

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

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

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

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

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

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

.

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

a ppro ve d UAS F

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

station a n y t i me the a ir c r a ft is i n, or p re p a ring fo r

, f l i g ht.

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

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

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

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

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

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

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

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

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

f o r c ompens a t i on or hi r e

.

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

1. Hold a Private or Sport Pilot C e rtifi ca te is s u e d b y the F AA, a nd h a ve l o g g e d 10 hou r s of f l i g ht

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

p e of UAS , or

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

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

F AA P riv a te P i lot w ritten e x a m i n a t i on." S ince the r e a r e c u r r e nt l y no me a ns a va i l a ble for the

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

a private p i l ot '

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

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

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

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

- EXEMPTION REQUEST AND LEVEL OF SAFETY Page 3 of 

### 4

S ince t he a ir c r a

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

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

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

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

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

The UAS g roun d

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

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

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

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

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

- o n " the c ontrols d u r ing

f l i g ht, we f

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

.

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

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

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

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

of 4 00 fee t A G L

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

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

ov e r a n y o p e n a ir a ssemb l y o f p e rsons with prior approval. Any property owner affected w i l l be b r i e f e d

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

. The

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

a i l s, an e me r g e n c y land i ng without

undue h a z a rd to pe r

sons or p r op e r t y on the su r f a c e . Th e r e

f o re we maintain t h a t due to the sm a ll si z e

of the UAS

, the h a z a rd to p e rsons, v e hicl e s and stru c tur e s is m i ni m a l comp a r e d to mann e d a ir c ra ft,

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

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

.

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

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

The UAS will a lw a y

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

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

point is t r a nsm i t t e d via ra dio f r o m t he UAS ’S on

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

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

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

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

- V F R c ondi t ions

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

30 m i nutes.

The in t e nt i on of th i

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

. Each UAS is batt e r y op e r a ted a nd the m a x i m um dur a t i on o f f l i g ht f rom a sin g l e b a t t e r y c h ar g e is 18

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

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

r om t he point of

intend e d landi n g

, a f ull b a t t e r y c h ar g e a t l a un c h will e nsure that w e me e t the re s e r v e e n e r g yWilliam Gretsinger

- EXEMPTION REQUEST AND LEVEL OF SAFETY Page 4 of 

### 4

r e qui r e ment of th i

s pa r a g ra ph. W

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

in t e rp re tation wi t h the w o r d "en e r g y ".

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

- 91.417)

- M ai n t e n a n ce , P re v e n tive M ai nt e n a n ce

, Alt e r a t io n s

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

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

91.409 re quire that the a i r c raft be " a ppro v e d for return to se r vice b y a p e rs o n a uthori z e d und e r

43.7" a ft e r m a in t e n a n c e a nd insp ec t i on.

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

app r ove the a i r c r a

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

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

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

det a i l e d insp ec t i ons a

ft e r e v e r y two ho u rs of f l i g ht. Mainten a n c e p e r

f o r med b y t h e P I C is l i m i t e d to

r e p a iring small c r a c ks, r e pl a c ing a p r o p e l l e r, c h ec ki n g e le c tri c a l conn e c t i ons a nd upd a t i ng soft w a re a nd

f irmw a re f

o r the on

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

f ac tu r e r or

their d e si g n a ted r e p a ir f

a c i l i t y . The P I C will do c ument wo r k p e r f o r med in acc o rd a n c e wi t h 91.417. We

fee l t h a t d ue to t he si

z e

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

l e v e l of sa fe t y

.

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

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

- c lass medi ca l ce rtifi c a te

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

The UAS ma x i m um g ross w e i g ht are each less than 8l bs., are constru c ted primarily of, plastic and

carbon fiber. T

he P I C is not on boa r d. B oth t he P I C a nd the V O a re r e quir e d to be in V LO S . Giv e n t h e

unl i k e l y e v e nt t h a t bo t h the P I C a nd VO b ec ome m e dic a l l y in c a p ac i t a ted while the a ir c r a ft is i n fli g ht,

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

Th e r e f o r e

, r e quiri n g the P I C a nd VO to me e t t he s a me m e d i ca l r e quir e m e nts a s commercial pilot

carrying passengers in a l a r g e a i r c r a ft is a n u nn ece ss a r y burd e n.

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

20/20 and a v a l i d, st a te i s sued d r ive r '

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

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

and VO n see and avoid air traffic; a licensed driver is medically qualified to operate a much larger

vehicle.William Gretsinger

– APPENDIX A

– FLIGHT OPERATIONS AN D PROCEDURES AP P E N DIX A

– F LIG H T OPERATIONS/PROCEDURES

The UAS will be operated under the following flight restrictions.

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

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

Restrictions:

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

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

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

by voice at all times during a flig ht operation;

 The PIC must have accumulated and logged, in a manner consistent with 14 CFR §

 61.51 (b), 10 hours of total time as a UAS rotorcraft pilot and at least 5 hours logged as a UAS

pilot with a similar UAS type;

 The UAS will not be operated over d ensely populated areas; without prior approval.

 The UAS will not be operated over any open

- air assembly of people; without prior approval.

 The UAS will not be operated within 5 NM of an airport or heliport; without prior approval.

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

 The PIC will brief the VO and property owner about the operation and risk before operation

 No flight will be made without a Pre

- Flight Inspection by the PIC before each operation to

ascertain t hat the UAS is in a condition safe for flight

P RE

- F L I G HT CHECKLI S T

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

is such an example.

1. Remote Controller, smart battery, Range Extender and smartphone are fully charged.

2. Propellers are mounted correctly.

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

4. Camera lens cap has been removed.

5. Micro

- SD card has been inserted if necessary.

6. Gimbal is functioning as normal.

7. Motors can start a nd are functioning as normal.

8. Smart phone App can connect to the camera.William Gretsinger

– APPENDIX A

– FLIGHT OPERATIONS AN D PROCEDURES

TAKE OFF/LANDING PROCEDURES

Manufacturer recommended Takeoff and Landi ng procedures will be followed.

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

1. Power on the remote controller.

2. Switch the camera to the on position.

3. Power on the aircraft by turning on the intelligent battery

4. Connect the mobile device to the UAS , run the Smart phone App to enter the camera preview

page.

5. Wait until the LED flight indicator starts to slowly blink green/yellow. This means the aircraft is

initializing and entering the “Ready to Fly”/“Ready to Fly (non

- GPS).” state. Then proceed to

execute the CSC command to start motors.

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

7. When landing, be sure to be hovering over a level surface. Pull down on the throttle stick

gently to descend and land.

8. After landing the aircraft on the ground, keep the throttle stick at its lowest position for

about 3 to 5 seconds, which will automatically stop the motors.

FAILSAFE FUNCTION

The UAS will enter Failsafe mode when the connection from the remote controller is lost. The flight

control system will automatically control the aircraft to return to home and land to reduce injuries or

damage. The following situations would make the aircraft fa il to receive a signal from the remote

controller and enter Failsafe mode:

1. The remote controller is powered off.

2. The aircraft has flown out of the effective communication range of the remote controller.

3. There is an obstacle obstructing the signal between t he remote controller and the aircraft,

essentially reducing the distance the signal can travel.

4. There is interference causing a signal problem with the remote controller.William Gretsinger

– APPENDIX B

– User’s Manual AP P E N DIX B

– USER’S MANUAL Inspire 1

Users Manuals for the Inspire 1 can be downloaded here

.

http://download.dji

- innovations.com/downloads/inspire_1/en/Inspire_1_User_Manual_v1.2_en.pdf

This can be provided upon request

I, William Gretsinger intend to keep a copy with the UAS.