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Drone/UAS Practice Group 100 North LaSalle Street

Suite 2400

Chicago, IL 60602

Tel. 312.201.8310

 Jeffrey@Antonelli-Law.com

U.S. Department of Transportation March 30, 2015

Docket Management System

1200 New Jersey Ave S.E. 

Washington, D.C. 20590

Re: Request for Exemption under Section 333 of the FAA Modernization and Reform

Act of 2012 and Part 11 of the Federal Aviation Regulations from Certain Provisions of 

14 C.F.R.

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform 

Act) and 14 C.F.R. Part 11, Antonelli Law files this petition for exemption on behalf of Volo 

Pervidi, LLC (“Volo Pervidi”), an operator of Small Unmanned Aircraft (“UA”) Systems 

(“UAS”) used to conduct geospatial analysis. Specifically, applicant seeks an exemption from 

the Federal Aviation Regulations (“FARs”) listed in Appendices A and B to allow commercial 

operation of its UAs, so long as such operations are conducted within and under the conditions 

outlined herein or as may be established by the FAA in a grant of this petition. 

Approval of the exemption for petitioner will allow commercial operation of the senseFly

eBee and the DJI Phantom 2 Vision+ for geospatial analysis in Class G airspace nationwide, or 

as otherwise prescribed in an Air Traffic Organization (“ATO”) issued COA. The UA operations 

contemplated by this petition are in the public interest because they clearly satisfy the "Four D's" 

of exemplary uses of unmanned aircraft: to replace work that is dangerous, difficult, dull, or 

dirty, and at the same time provide an equivalent or greater level of safety than alternative 

manned aircraft operations. The UA covered by this petition are small battery-powered craft,

with the eBee weighing approximately 1.52 lbs. (0.69 kg.), inclusive of battery and payload, and 

the Phantom weighing approximately 2.7 lbs. (1.2kg), inclusive of battery and payload. 

Operation of the UAs under the strict conditions proposed below will provide an equivalent level 

of safety, as Congress intended, while still allowing commercial operations. Operations using 

these UAs are far safer than conventional operations conducted with helicopters and fixed-wing 

aircraft that weigh thousands of pounds, carry highly flammable fuel, and operate in close 

proximity to the ground, trees, infrastructure, and people. 

Congress directed the FAA to consider seven factors in deciding whether to approve

Section 333 exemption petitions - size, weight, speed, operational capability, proximity to 

airports, proximity to populated areas, and operation within visual line of sight. In this case, each 

factor supports the exemption request. In particular, the UAs are small, and will operate at slow 

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Table of Contents

I. Publishable Summary ........................................................................................................................... 5

II. Petitioner’s Contact Information........................................................................................................... 5

III. Proposed Operations............................................................................................................................. 6

A. The UA........................................................................................................................................6

B. The Crew ........................................................................................................................ 7

C. Flight Conditions............................................................................................................ 7

D. Flight Operations............................................................................................................ 8

IV. Aircraft and Equivalent Level of Safety.................................................................................. 9

V. Proposed Conditions of the Exemption................................................................................... 9

VI. Privacy................................................................................................................................... 12

VII. Public Interest and Safety...................................................................................................... 13

VIII. Regulations from Which Exemption is Requested ...................................................... 15

A. Appendix A: FARs as to which Volo Pervidi wishes the same determination to be 

made as has been made previously............................................................................... 15

B. Appendix B: Volo Pervidi’s argument for exemption from 14 C.F.R. §61.113: Private 

pilot privileges and limitations: Pilot in command. ..................................................... 18

1. The FAA and foreign regulators recognize that obtaining a manned aircraft pilot 

license is unnecessary for safe operation of a UA ................................................ 18

2. The FAA has and has already exercised the authority to exempt applicants from 

the airman certificate requirement ........................................................................ 20
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Exhibit List

senseFly eBee Documents

Exhibit 1: Volo Pervidi LLC eBee Safety Plan .......................Submitted confidentally to the FAA

Exhibit 2: senseFly eBee Training Documentation ................Submitted confidentially to the FAA

Exhibit 3: eBee User Manual..................................................Submitetd confidentially to the FAA

Exhibit 4: eBee Technical Specs................................................................................................... 23

Exhibit 5: senseFly eBee............................................................................................................... 25

Exhibit 6: senseFly eMotion ......................................................................................................... 30

Exhibit 7: senseFly Postflight Terra 3D........................................................................................ 34

DJI Phantom 2 Vision+ Documents

Exhibit 8: Volo Pervidi LLC DJI Phantom 2 Vision+ Safety Plan ..................................................

.................................................................................................Submitted confidentially to the FAA

Exhibit 9: DJI Phantom 2 Vision+ Pilot Training ............................................................................

.................................................................................Submitted separately due to upload constraints

Exhibit 10: DJI Phantom 2 Vision+ User Manual............................................................................

.................................................................................Submitted separately due to upload constraints

Exhibit 11: DJI Phantom 2 Vision+ Quick Start Guide

.................................................................................Submitted separately due to upload constraints

Exhibit 11: DJI Phantom 2 Vision+.............................................................................................. 38

Exhibit 12: DJI Phantom 2 Vision+ Features............................................................................... 41

Exhibit 13: DJI Phantom 2 Vision+ Specifications...................................................................... 50

Exhibit 14: DJI Naza-M v2 Flight Control User Manual .................................................................

.................................................................................Submitted separately due to upload constraints

Exhibit 15: DJI Smart Flight Battery............................................................................................ 53

Exhibits 1-3 and 8 have been submitted to the FAA confidentially 

and are not available to the public.
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I. Publishable Summary

Pursuant to 14 C.F.R. § 11, the following summary is provided for publication in the 

Federal Register, should it be determined that publication is needed:

Applicant seeks an exemption from the following rules: 

14 C.F.R 21(h); 14 C.F.R. 43.7; 14 C.F.R. 43.11; 14 C.F.R. 45.11; 14 C.F.R. 45.27; 14 

C.F.R. 45.29; 14 C.F.R. 91.7(a); 14 C.F.R. 91.9(b)(2); 14 C.F.R. 91.9(c); 14 C.F.R. 

91.103(b)(2); 14 C.F.R. 91.105; 14 C.F.R. 91.109; 14 C.F.R. 91.113(b); 14 C.F.R. 

91.119(c); 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. 

215; 14 C.F.R. 91.403; 14 C.F.R. 91.405(a); 14 C.F.R. 91.407(a)(1); 14 C.F.R. 409(a)(1) 

and (a)(2); and 14 C.F.R. 91.417(a) and (b) to operate commercially a small unmanned 

aircraft system (UA) (2.7 lbs. or less).

Approval of the exemption requested by petitioner will allow commercial operation of the

senseFly eBee and DJI Phantom 2 Vision+ for aerial geospatial analysis in Class G 

airspace nationwide, or as otherwise prescribed in an ATO issued COA. The requested 

exemption should be granted because operation of small UAs, weighing approximately 

1.52 lbs. (0.69 kg.), and 2.7 lbs. (1.2 kg), respectively, inclusive of battery and payload, 

conducted in the strict conditions outlined below, will provide an equivalent level of safety, 

while still allowing commercial operations. The lightweight aircraft covered by the 

exemption are far safer than conventional operations conducted with helicopters and fixedwing aircraft weighing thousands of pounds and carrying highly flammable fuel, and 

operating in close proximity to the ground and people. The seven factors Congress directed 

the FAA to consider when approving Section 333 exemption petitions - size, weight, speed, 

operational capability, proximity to airports, proximity to populated areas, and operation 

within visual line of sight – each support the request. In particular, the aircraft are small, 

and will operate at slow speeds, and close to the ground in order to more safely and 

efficiently conduct inspections that would otherwise involve a risk of death to the 

inspectors. The substantial increase of safety and decrease of risk to human life, coupled 

with the low risk use of UAs to conduct these operations, weigh heavily in favor of 

granting the exemption.

II. Petitioner’s Contact Information

Derek Bohannan

Managing Member

Volo Pervidi, LLC

5571 Midway Park Place NE

Albuquerque, NM 87109

Counsel for Petitioner:

Antonelli Law

100 North LaSalle Street

Suite 2400

Chicago, IL 60602

Tel: 312-201-8310
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Fax: 888-211-8624

Email: jeffrey@antonelli-law.com

III. Proposed Operations

A. The UA

The requested exemption will permit the operation of two small, unmanned multirotor 

aircraft, the senseFly eBee and the DJI Phantom 2 Vision+. The specific conditions of the 

proposed exemption that relate to the characteristics of the UA are numbers 1, 5, and 16-20 in 

Section V below. Each has been adopted or imposed by the FAA in numerous previous grants of 

Section 333 exemption petitions. This petition and all of the exhibits are collectively referred to 

as the “operating documents.”

1. senseFly eBee

The requested exemption will permit petitioner to operate the eBee, with a maximum 

weight of approximately 1.52 lbs. (0.69 kg), inclusive of batteries and technical payload. This 

rotorcraft operates at a speed of no more than 49 knots. 

The UA will have the following specifications or equivalent:

Airframe: senseFly eBee

Wingspan: 96 cm. (3.2 ft.)

Control System: internal to the eBee which includes the Main Controller (MC), Internal 

Measurement Unit (IMU) with a built-in internal sensor, barometric altimeter (which measures 

attitude and altitude), compass, GPS, and radio receiver (Rx).

Transmitter (Tx): senseFly system with 2.4 GHz

Receiver (Rx): internal to eBee

Motor: electric brushless motor with nominal static thrust of 6.2 N

Data Link: 2.4 GHz USB ground modem

OSD: senseFly eMotion 2 software, which allows live telemetry to be displayed to the visual 

observer, including the battery level and altitude

Batteries: Lithium Polymer batteries with capacity of 2150 mah

Please refer to Exhibits 4-8 for further information about the airframe, control system and 

transmitters. The FAA has previously approved use of the eBee in Exemption Nos. 11167 and 

11193.

2. DJI Phantom 2 Vision+

The requested exemption will permit petitioner to operate the Phantom 2 Vision+, with a 

maximum weight of approximately 2.7 lbs. (1.2 kg), inclusive of batteries and technical payload. 

This rotorcraft operates at a speed of no more than 43 knots and has the capability to hover and 

move in the vertical and horizontal planes simultaneously. 

The UA will have the following specifications or equivalent:

Airframe: DJI Phantom 2 Vision+
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Dimensions: diagonal motor-motor distance 350 mm (approximately 13.78 in.).

Flight Control System: DJI Naza-M V2, which includes the GPS and Compass and the internal 

measurement unit (IMU), containing a built-in internal sensor and a barometric altimeter that 

measures both altitude and attitude. 

Tx: 2.4 Ghz

Rx: 5.8G receiver built in to the DJI Phantom 2 Vision+

Motor: electric brushless motor with nominal static thrust of 6.2 N

Propellers: 4x9”

Data Link: 2.4 GHz USB ground modem

Video Link: 5.8 Ghz

OSD: visible via a dedicated mobile device which allows live telemetry to be displayed to the 

visual observer, including the battery level and altitude

Batteries: DJI 5200mAh LiPo Battery

The FAA has previously approved use of the Vision+ in Exemption Nos. 11138, 11189, 

and 11191.

B. The Crew

The crew will consist of a pilot in command (PIC) and a visual observer (VO). 

The PIC and VO will have been trained in operation of UAs generally and received upto-date information on the UAs to be operated pursuant to this grant. The PIC will have 

completed, at a minimum:

 For PICs of the eBee:

o 10 hours of simulator training on RealFlight RC Flight Simulator, utilizing a 

fixed-wing aircraft; and

o The senseFly eBee training documentation, submitted as Exhibit 3.

 For PICs of the Vision+:

o 10 hours of simulator training on RealFlight RC Flight Simulator, utilizing a 

quadcopter; and

o The DJI Phantom 2 Vision+ training program, submitted as Exhibit 8.

The PIC will be required to participate in annual training thereafter.

The specific conditions of the proposed exemption that relate to the training and 

characteristics of the crew are numbers 3 and 6-9 in Section V below. Each has been adopted or 

imposed by the FAA in numerous previous grants of Section 333 exemption petitions. 

C. Flight Conditions

The UA will be used to conduct geospatial analysis nationwide. Unless a written 

agreement is in place with local Air Traffic Control permitting use in other classes of airspace, it 

will only be flown in Class G airspace, under 400 feet above ground level (“AGL”), and under 

controlled conditions over property that is restricted as stated in petitioner’s Safety Plan. 

Petitioner will work with the local FSDO when planning operations. Petitioner will only operate 

its UA in visual meteorological conditions (VMC). The UA will at all times be no less than 500 

feet below and no less than 2,000 feet horizontally from a cloud, and petitioner will not conduct 

operations unless visibility is at least 3 statute miles from the PIC. The flight crew will always 
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make a safety assessment of the risk of every operation, and will only operate when it is 

determined that no hazards are present. 

Please refer to the following documents for more information about flight conditions:

Exhibit 1:

Section 1: Site Selection

Section 3: Pre Flight Site and Airframe Inspection

Exhibit 8:

Section 1: Aerial and Ground Preflight Inspection

The specific conditions of the proposed exemption that relate to the flight conditions in 

which the UA will be operated are numbers 2, 4, 16, and 28-29 in Section V below. Each has 

been adopted or imposed by the FAA in numerous previous grants of Section 333 exemption 

petitions.

D. Flight Operations

The purpose of every UA flight will be to safely, accurately, and efficiently conduct 

geospatial analysis of undeveloped property and public rights of way. The UA will conduct 

aerial surveys using RGB, NIR, infrared, and multispectral cameras, as well as LiDAR sensors. 

Once collected, this data will be used to conduct drainage studies, engineering grading analysis, 

and for resource management. 

Every UA flight will use at minimum a two person flight crew: a PIC and a VO. The 

standard operational procedures that they will follow are set out in the operating documents, 

specifically Exhibits 1 and 8. Please refer to the following sections for information pertaining to 

operations:

Exhibit 1:

Section 2: Mission Planning

Section 3: Pre Flight Site and Airframe Inspection

Exhibit 8:

Section 2: Aircraft Physical Inspection – Preflight

Section 3: Preflight Checklist

Section 4: Post-flight Checks

Section 5: In Case of Emergency

Although the majority of flights will be over undeveloped property and away from areas 

accessible to the public, certain flights will be over public roads that could bring the UA within 

500 feet of nonparticipating individuals. If this is the case, the flight crew will procure a 

temporary barricading permit that will safely prohibit vehicular and pedestrian access to the 

affected area for the duration of the operation. During road operations, men and women will 

work as flaggers to control the flow of traffic in both directions. This temporary restriction in 

traffic flow while the UA is directly overhead would prevent nonparticipating individuals from 

entering the area. However, should a nonparticipating individual or vehicle enter into the flight 

area, the operation will cease immediately and the PIC will land the UA, keeping the safety of 

the nonparticipating individual or vehicle as the priority.

The specific conditions of the proposed exemption that relate to flight operations are 

numbers 11-12, 17-25, and 32-35 in Section V below. Each has been accepted or imposed by the 
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FAA in numerous previous grants of Section 333 exemption petitions.

IV. Aircraft and Equivalent Level of Safety

Petitioner proposes that the exemption apply to UAs that have the characteristics and that 

operate with the limitations proposed herein. These limitations provide for a level of safety at 

least an equivalent to or higher than manned aircraft operations under the current regulatory 

structure. Section V below identifies the limitations and conditions to which petitioner agrees to 

be bound when conducting commercial operations under a grant of this petition. Appendix A 

contains a matrix connecting (i) the specific proposed condition with (ii) the FAR provision for 

which it provides an equivalent level of safety and (iii) one or more recent Section 333 

exemption grants in which the FAA recognized this equivalent level of safety.

Approval of the commercial operations outlined in this petition presents no national 

security issue. The PIC is willing to undergo a background check, including the proposed 

Transportation Security Administration vetting process, to ensure that no national security threat 

is present. Operation and Certification of Small Unmanned Aircraft, 80 Fed. Reg. 9543 at 9572 

(proposed Feb. 23, 2015 (to be codified at 14 C.F.R. Parts 21, 43, 45, et al.)).

V. Proposed Conditions of the Exemption

1. The eBee will weigh approximately 1.52 lbs. (0.69 kg.). The Vision+ will weigh 

approximately 2.7 lbs. (1.2 kg.).

2. UA operations under this exemption will be limited to conducting operations for the purpose 

of geospatial analysis.

3. Flights will be operated within line of sight of a pilot and visual observer.

4. Flights will be operated at an altitude of no more than 400 feet AGL, as indicated by the 

procedures specified in the operating documents. All altitudes reported to ATC must be in feet 

AGL. 

5. The eBee will not be flown at an indicated airspeed exceeding 49 knots. The Vision+ will not 

be flown at an indicated airspeed exceeding 43 knots.

6. Minimum flight crew for each operation will consist of the pilot in command (PIC) and a

visual observer (VO).

7. The PIC will have, at minimum, 25 hours of training on the UA to be operated under this 

grant before accepting commercial operations.

8. The petitioner will not permit any PIC to operate unless the PIC meets its qualification criteria 

and demonstrates the ability to safely operate the UA in a manner consistent with how the UA

will be operated under this exemption, including evasive and emergency maneuvers and 

maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency will be logged in a manner consistent with 14 CFR § 

61.51(b). A record of the PIC and VO training will be documented and made available upon 

request by the Administrator. Training operations will only be conducted during dedicated 
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training sessions. During training, proficiency, and experience-building flights, all persons not 

essential for flight operations will be considered nonparticipants, and the PIC will operate the 

UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

9. The VO will not perform any other duties beyond assisting the PIC with seeing and avoiding 

other air traffic and other ground based obstacles/obstructions, and will not be permitted to 

operate the camera or other instruments.

10. The PIC will be designated before the flight and will not be allowed to transfer his or her 

designation for the duration of the flight. The PIC will ensure that the VO can perform the 

functions prescribed in these conditions and the operating documents.

11. A briefing will be conducted in regard to the planned UA operations prior to each day’s 

activities. It will be mandatory that all personnel who will be performing duties in connection 

with the operations be present for this briefing.

12. Prior to each flight, the PIC will inspect the UA, including the Ground Control Station, to 

ensure it is in a condition for safe flight. If the inspection reveals a condition that affects the 

safe operation of the UA, the PIC will not operate the UA until the necessary maintenance has 

been performed and the UA is found to be in a condition for safe flight. All maintenance and 

alterations will be properly documented in the aircraft records.

13. Petitioner will conduct a functional flight test on any UA that has undergone maintenance or 

alterations that affect the UA operation or flight characteristics, e.g. replacement of a flight 

critical component. The PIC who conducts the functional test flight will make an entry in the 

aircraft records. 

14. The petitioner will carry out its maintenance, inspections, and record keeping requirements, in 

accordance with the UA manufacturer’s aircraft/component, maintenance, overhaul, 

replacement, inspection, and life limit requirements set forth in the operating documents. 

Maintenance, inspection, alterations, and status of replacement/overhaul component parts will 

be noted in the aircraft records, including total time in service, description of work 

accomplished, and the signature of the authorized person returning the UA to service. The 

authorized person will make an entry in the aircraft record of the corrective action taken 

against discrepancies discovered between inspections.

15. Each UA operated under the exemption will comply with all manufacturer Safety Bulletins. 

16. The UA will be operated within visual line of sight (VLOS) of the PIC and VO at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses. PIC and VO will at all times be able to communicate verbally. They will not 

be permitted to use electronic messaging or texting to communicate during flight operations. 

17. The PIC will not begin a flight unless (considering wind and forecast weather conditions) 

there is enough power to fly at normal cruising speed to the intended landing point and 

prepare to land the UA with 25% battery power remaining.

18. Actual total flight time for each operational flight will result in no less than a 25% battery 

reserve.
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19. The UA will have the capability to abort a flight in case of unexpected obstacles or 

emergencies.

20. The UA will be programmed so that if it loses communications or loses its GPS signal, it will 

return to a pre-determined location within the planned operating area and land or be recovered 

in accordance with the operating documents

21. If the UA and its radio control link disconnect during flight, the system’s failsafe protection 

will be triggered and the multirotor will return to home and land automatically, rather than 

flying off uncontrollably or landing at an unknown location. 

22. The operating documents required under 14 CFR §§ 91.9 and 91.203 will be maintained and 

available to the PIC at the Ground Control Station of the UA any time the UA is operating. 

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

upon request. If a discrepancy exists between the conditions and limitations in the exemption 

grant and the procedures outlined in the operating documents, the grant conditions and 

limitations will take precedence and will be followed. Otherwise, the petitioner will follow the 

procedures outlined in its operating documents. If it updates or revises its operating 

documents, it will present updated and revised documents to the Administrator upon request. 

If the petitioner determines that any update or revision would affect the basis upon which the 

FAA granted the exemption, then the Petitioner will petition for an amendment to the grant of 

exemption. 

23. Petitioner will obtain written and/or oral permission from the landowners/authorized agents of 

the landowners over which flights will be conducted.

24. Petitioner will obtain all required permissions and permits from territorial, state, county or city 

jurisdictions, including local law enforcement, fire, or other appropriate governmental 

agencies. 

25. UA operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations 

will be conducted under visual meteorological conditions (VMC). Flights will not be 

conducted under special visual flight rules (SVFR). 

26. The UA will not be operated within 5 nautical miles of an airport reference point as denoted 

on a current FAA-published aeronautical chart unless a letter of agreement with that airport’s 

management has been obtained, and the operation is conducted in accordance with a NOTAM 

as required by the operator’s COA. Any letter of agreement with the airport management will

be made available to the Administrator upon request.

27. The UA will 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. 

28. The petitioner will obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or 

Authorization (COA) prior to conducting any operations under the grant of exemption. 

Petitioner will request a Notice to Airman (NOTAM) not more than 72 hours in advance, but 

not less than 48 hours prior to the operation. All operations will be conducted in accordance 

with airspace requirements in the ATO issued COA, including class of airspace, altitude level 

and potential transponder requirements. 
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29. All operations shall be conducted in Class G airspace or as otherwise prescribed in an ATO 

issued COA. 

30. All aircraft operated in accordance with this exemption will be identified by serial number, 

registered in accordance with 14 CFR part 47, and have identification (N-Number) markings 

in accordance with 14 CFR part 45, Subpart C. Markings will be as large as practicable.

31. Before conducting operations, petitioner will ensure that the radio frequency spectrum used 

for operation and control of the UA complies with the Federal Communications Commission 

(FCC) or other appropriate government oversight agency requirements. 

32. The UA will remain clear and yield the right of way to all manned aviation operations and 

activities at all times. 

33. The UA will not be operated by the PIC from any moving device or vehicle. 

34. The UA will not be operated over congested or densely populated areas. 

35. Petitioner will conduct all flight operations at least 500 feet from all nonparticipating persons, 

vessels, vehicles, and structures unless one of the following three conditions is met:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from 

the UA and/or debris in the event of an accident. The petitioner will ensure that 

nonparticipating persons remain under such protection. If a situation arises where 

nonparticipating persons leave such protection and are within 500 feet of the UA, the PIC 

will ensure that flight operations cease immediately. 

b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of 

such vessels, vehicles or structures has granted permission and the PIC has made a safety 

assessment of the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

c. Operations nearer to the PIC, VO, operator trainees or essential persons do not present an 

undue hazard to those persons per § 91.119(a).

36. Petitioner will report any incident, accident, or flight operation that transgresses the lateral or 

vertical boundaries of the operational area as defined by the applicable COA to the FAA's UA

Integration Office (AFS-80) within 24 hours. Petitioner will report accidents to the National 

Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: 

www.ntsb.gov.

VI. Privacy

There is little concern that the proposed flights will cause invasions of privacy because all 

flights will occur over undeveloped property or public rights of way. When the UA is being 

flown, the onboard cameras and sensors will be focused on the ground beneath the UA, and thus 

turned so as to be facing away from any occupied structures that may be in the area to minimize 

inadvertent video or still images of uninvolved persons.
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All data collected will be stored on a private hard drive. Should data be stored in any 

online medium, it will be password protected and not made available for public use. No 

nonparticipating individuals will be identified unless they are trespassing or interfering with 

petitioner’s operations. Should the information collected be made public, any nonparticipating 

individuals or vehicles will be blurred or blacked-out. No attempt will be made to identify any 

individuals filmed during the flights except in cases where they are trespassing upon or 

damaging property, or interfering with petitioner’s or its customers’ operations.

VII. Public Interest and Safety

The planned UA use will increase ground safety for aerial geospatial analysis projects. 

The enhanced safety and reduced environmental impact achieved using a UA with the 

specifications described by the petitioner and carrying no passengers or crew, rather than a 

manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, 

gives the FAA good cause to find that the UA operation enabled by this exemption is in the 

public interest.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012 – size, 

weight, speed, operating capabilities, proximity to airports and populated areas and operation 

within visual line of sight and national security – provide more than adequate justification for the 

grant of the requested exemption allowing commercial operation of applicant’s UA, pursuant to 

Volo Pervidi’s operating procedures.

Traditional methods for geospatial analysis lead to a number of risks for engineers 

because they require engineers to traverse large geographic areas while carrying heavy 

equipment necessary for surveys. This equipment makes it difficult to navigate across rugged 

terrain. Engineers risk encounters with wildlife, including poisonous snakes. Engineers are also 

subject to prolonged exposure to the elements, especially in the height of summer and winter. At 

higher elevations, the dangers associated with extended exposure to cold temperatures are 

compounded.

Traditional methods also take engineers into active mining sites, containing multi-ton 

machines that could cause risk of life or injury to engineers. The presence of these engineers 

often leads to significant disruption of the mining site, which causes productivity and financial 

loss.

Additionally, there are geographic areas that are culturally, archaeologically, and 

environmentally sensitive that would otherwise be inaccessible. Many Native American Tribes 

do not allow non-tribe members to enter certain areas of their land due to their cultural and 

religious beliefs. Traditional survey methods can damage sensitive archaeological and 

environmental areas that need to be mapped, but using a manned aircraft would otherwise be cost 

prohibitive.

Use of a UA will ameliorate many of the hazards associated with traditional methods. 

Individuals involved with operations will be responsible for carrying less, and lighter, 

equipment, over shorter distances. There will be less risk of engineers running into wildlife, 

including stepping into dens of snakes. Individuals will be exposed to the elements for shorter 

periods of time because operations will be resolved more quickly. This will significantly 

decrease time spent in 100oF or more temperatures during summer months and in 0°F or less 
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temperatures during winter. UA flights over culturally, archaeologically, and environmentally 

sensitive areas will allow these areas to be mapped without damaging those areas.

Finally, when projects are over public roads, use of the UA will reduce the number of 

individuals who may otherwise be in danger from careless motorists. Additionally, these 

analytical projects may be conducted more quickly, reducing the amount of time workers need to 

be in the road and the amount of time that traffic will be blocked.
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VIII. Regulations from Which Exemption is Requested

A. Appendix A: FARs as to which Volo Pervidi wishes the same determination to be 

made as has been made previously.

FAR 

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

21(h) 1, 2, 3, 4, 5, 16, 25, 28, 29, 

34, 35

Nos. 11062, 11063, 11064, 11065, 11066, 11067, 

11080, 11109, 11111, 11110, 11114, 11136, 11138, 

11150, 11153, 11156, 11157, 11166, 11167, 11170, 

11171, 11172, 11174, 11176, 11177, 11178, 11184, 

11185, 11188, 11189, 11191, 11192, 11193, 11195

43.7 13, 14 No. 11208

43.11 12 No. 11208

45.11 30 No. 11208

45.27 39 No. 11188

45.29 30 Nos. 11136, 11157, 11170, 11185, 11193

61.113 7 See Appendix B for argument regarding why 

petitioner should be exempted from the private pilot 

license requirement

91.7(a) 12 Nos. 11062, 11063, 11064, 11065, 11066, 11067, 

11080, 11109, 11110, 11136, 11138, 11150, 11153, 

11156, 11157, 11158, 11160, 11161, 11166, 11167, 

11170, 11171, 11172, 11174, 11177, 11178, 11184, 

11185, 11188, 11189, 11191, 11192, 11193, 11195, 

11204

91.9(b)(2) 22 Nos. 11062, 11063, 11064, 11065, 11066, 11067, 

11080, 11109, 11110, 11111, 11112, 11114, 11136, 

11138, 11150, 11153, 11156, 11157, 11062, 11063, 

11064, 11065, 11066, 11067, 11080, 11109, 11110, 

11111, 11112, 11114, 11136, 11138, 11150, 11153, 

11156, 11157, 11174, 11177, 11178, 11184, 11185,

11189, 11192, 11193, 11195

91.9(c) 30 Nos. 11136, 11170, 11171, 11174, 11185

91.103(b)(2) 3, 9, 16, 17, 18, 19, 20, 28 No. 11062, 11063, 11064, 11065, 11066, 11067, 

11080, 11109, 11138, 11150, 11153, 11156, 11158, 

11160, 11161, 11166, 11167, 11171, 11172, 11176, 

11177, 11178, 11184, 11185, 11188, 11188, 11189, 

11191, 11192, 11193, 11195, 11204

91.105 6 No. 11185 

91.113(b) 3, 32 No. 11238

91.119(c ) 4, 34 Nos. 11162, 11163, 11164, 11165, 11166, 111080, 

111109, 11110, 11111, 11112, 11114, 11136, 

11138, 11150, 11153, 11156, 11160 11161, 11166, 

11167, 11170, 11171, 11172, 11174, 11176, 11178, 

11185, 11188, 11189, 11190, 11193
16

FAR 

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

91.121 4 Nos. 11162, 11163, 11164, 11165, 11166, 111080, 

111109, 11136, 11138, 11150, 11153, 11156, 11160 

11161, 11166, 11167, 11170, 11171, 11174, 11176, 

11178, 11185, 11188, 11189, 11190, 11193

91.151(a) 17, 18 Nos. 11110, 11153, 11156, 11161; 111109, 11110,

11112, 11136, 11138, 11150, 11153, 11156, 11160 

11161, 11166, 11167, 11170, 11171, 11172, 11174, 

11176, 11178, 11185, 11188, 11189, 11190, 11193

91.203 (a) 

and (b)

22 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11170, 11171, 11172, 11174, 11176,

11177, 11178, 11184, 11185, 11188, 11188,

11189, 11191, 11192, 11193, 11195

91.215 26, 27 No. 11185, 11195

91.403 12, 13, 14 No. 11185

91.405(a) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.407(a)(1) 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.409(a)(1) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.409(a)(2) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204
17

FAR 

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

91.417(a) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.417(b) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204
18

B. Appendix B: Volo Pervidi’s argument for exemption from 14 C.F.R. §61.113: 

Private pilot privileges and limitations: Pilot in command. 

Volo Pervidi requests an exemption from 14 C.F.R. §61.113 so that the PIC of the UA

will not be required to possess a private or commercial pilot’s license. As the FAA and numerous 

other national airspace regulators have recognized, UA operations conducted by persons who do 

not hold a pilot’s license can still achieve the equivalent level of safety of current operations by 

manned aircraft with pilots holding a private or commercial pilot’s license. 

Although it recognizes that a pilot’s license is unnecessary for safe UA operation, the 

FAA has to date declined to allow grant exemptions under Section 333 that would permit 

individuals who possess neither a private nor a commercial pilot’s certificate to conduct 

commercial UA operations. It has specified two reasons for declining to do so. First, it has stated 

that it does not possess the authority under Section 333 to exempt individuals from the 

requirement under 49 U.S.C. §44711 to hold an airman certificate authorizing the airman to 

serve in the capacity for which the certificate was issued. Exemption No. 11110 at 14. Second, 

the FAA has concluded that the Department of Homeland Security (DHS) security screening 

required of all certified airmen meets the statutory requirement in Section 333 that operations not 

pose a threat to national security. Exemption No. 11110 at 15.

Volo Pervidi respectfully requests that the FAA reconsider its position. There is no 

dispute that it is unnecessary for an operator of a UA to go through the rigorous process of 

becoming a certified pilot in order to safely operate a UA. In addition, the FAA does have the 

authority to exempt UA operators from the requirement in 49 U.S.C. §44711to hold an airman 

certificate for “serv[ing] in the capacity for which the certificate was issued.” Indeed, it has 

exercised that authority repeatedly in the Section 333 process. Finally, the FAA’s security 

concerns can be addressed by a variety of methods involving operator background checks to be 

conducted by government agencies. 

1. The FAA and foreign regulators recognize that obtaining a manned aircraft 

pilot license is unnecessary for safe operation of a UA

The FAA, like the other national airspace regulators that have considered the issue, has 

concluded that UA operations conducted by persons who do not hold a pilot’s license can still 

achieve the equivalent level of safety of current operations by manned aircraft with pilots 

holding a private or commercial pilot’s license. In its recent UAS NPRM, the FAA stated:

“While these airman certification requirements are necessary for manned aircraft 

operations, they impose an unnecessary burden for many small UAS operations. 

This is because a person typically obtains a private or commercial pilot certificate 

by learning how to operate a manned aircraft. Much of that knowledge would not 

be applicable to small UAS operations because a small UAS is operated 

differently than manned aircraft. In addition, the knowledge currently necessary to 

obtain a private or commercial pilot certificate would not equip the certificate 

holder with the tools necessary to safely operate a small UAS... Thus, requiring 

persons wishing to operate a small UAS to obtain a private or commercial pilot 

certificate imposes the cost of certification on those persons, but does not result in 

a significant safety benefit because the process of obtaining the certificate does 

not equip those persons with the tools necessary to mitigate the public risk posed 
19

by small UAS operations.” Operation and Certification of Small Unmanned 

Aircraft, 80 Fed. Reg. 9543 at 9550 (proposed Feb. 23, 2015 (to be codified at 14 

C.F.R. Parts 21, 43, 45, et al.).

The FAA’s conclusion that manned aircraft flying experience is unnecessary for the 

operation of a UA is supported by research by the FAA and the Army Research Laboratory. 

They demonstrate that UAs, even those much larger than the UAs proposed by Volo Pervidi, can 

be safely flown by non-certificated pilots with a small amount of training. For example, one 

Army Research Laboratory study concluded: 

"[T]he specific motor skills needed to control the radio-controlled UAV would 

have to be learned by aviators independently of the motor skills learned in flying 

an aircraft. In particular, the somatic and visual cues that pilots use during aircraft 

landings would not be useful (and perhaps even counter-productive) for the 

different skill sets and perceptual viewpoint necessary for radio-controlled 

landings.”1

Additional research reports lend further support for the exclusion requested. For 

example, a report sponsored by the FAA concluded that "We know that certain systems, like the 

U.S. Army Hunter and Shadow systems, are successfully flown by pilots with no manned aircraft 

experience."2

In addition, foreign government airspace regulators that have examined the issue have 

consistently recognized that the skills required to fly a manned aircraft are irrelevant to operating 

a UA. For that reason, they have concluded that UA operators do not need to have a private or 

commercial pilot’s license. Canada, for example, does not require a pilot’s license to operate a 

UA. Transport Canada requires training of UA operators, but that training is limited to pilot 

ground school and flight operation training on UAs, not manned aircraft.3 Moreover, Canada 

allows this training to be “provided by other pilots, manufacturers, [UA] flight training 

organizations or . . . self taught.” 4

 

1 Michael J. Barnes, Beverly G. Knapp, Barry W. Tillman, Brett A. Walters & Darlene Veliki, 

Crew systems analysis of unmanned aerial vehicle (UAV) future job and tasking environments,

Technical Report ARL-TR-2081, Aberdeen Proving Ground, MD: Army Research Laboratory, 

page 12 (2000), available at http://www.dtic.mil/dtic/tr/fulltext/u2/a374230.pdf. 

2 Kevin W. Williams, Unmanned Aircraft Pilot Medical Certification Requirements, Report 

DOT/FAA/AM-07/3, FAA Civil Aerospace Medical Institute, page 2, (2007), available at 

http://fas.org/irp/program/collect/ua-pilot.pdf. While the authors speculated that UAS use in 

populated areas may change this assessment, indicating further research was needed to address 

this concern, this concern is inapplicable as Volo Pervidi’s flights will not be in congested areas. 

See also Jason S. McCarley & Christopher D. Wickens, Human Factors Implications of UAVs in 

the National Airspace, Institute of Aviation, Aviation Human Factors Division, University of 

Illinois at Urbana-Champaign, 13 (2004), available at

http://www.tc.faa.gov/logistics/grants/pdf/2004/04-G-032.pdf.

3

See Civil Aviation, Standards, Transport Canada, Advisory Circular: Guidance Material for 

Operating Unmanned Air Vehicle Systems under an Exemption at 14 and 18-22, (Nov. 27, 2014) 

available at http://www.tc.gc.ca/media/documents/ca-opssvs/ac-600-004.pdf.

4

Id. at 14.
20

Similarly, the United Kingdom’s Civil Aviation Authority (CAA) recognized that 

determining “Remote Pilot qualification requirements on the same basis as manned aircraft may 

yield requirements that are too inflexible, too onerous and inappropriate for UAS operations.”5 

As a result, the CAA only requires UA operators to demonstrate UA operator competence.6

While there are a variety of ways to demonstrate competence, the most common is to complete a 

course that will lead to a ground exam and flight test. Australia, too, requires only passage of a 

UA-specific ground school program in lieu of a private pilot license.7 Finally, more than a dozen 

countries, including Germany, Italy, France, Spain and the Netherlands, have adopted the 

National UAS Certificate for Small Unmanned Aircraft (BNUC-S) Standard for UA pilot 

certification.8 This standard results in a type-specific UA certificate and does not require the 

operator to have a pilot’s license. The process involves taking a short ground school course, 

passing a ground school test and then passing a practical test on commercial operation of the 

specific UAS per the UAS manufacturer’s operations manual. 

All of this experience and evidence indicates that the proposed exemption will provide a 

greater level of safety than operations under 14 C.F.R. §61.113. In this instance, the PIC will 

have gone through training as described above in Section III B. This training and education is 

focused on UAs generally, and in particular on the aircraft to be operated, rather than taking 

additional time and risk to train on a manned aircraft, weighing several thousand pounds and 

carrying highly flammable fuel.

The FAA has concluded in the NPRM that such UA-specific training is more than 

sufficient to provide an equivalent level of safety for UA operations. Sometime in the next 18-

24 months, that position will be enshrined in a valid regulation. However, in the meantime, the 

FAA claims it lacks the authority to relax the requirement to possess a pilot certificate. As we 

show in the next section, that position is both incorrect and contradicted by the FAA’s recent 

decisions.

2. The FAA has and has already exercised the authority to exempt applicants from 

the airman certificate requirement

The FAA claims that it lacks authority to exempt UA operators from the requirement of 

49 U.S. §44711 to hold an airman certificate authorizing the airman “to serve in the capacity for 

which the certificate was issued.” See, e.g., Exemption No. 11110 at 14. This claim is 

inconsistent with both (i) the statutory language of that section and Section 333, and (ii) 

numerous recent FAA decisions.

The operative part of 49 USC §44711 provides that a “person may not . . . serve in any 

capacity as an airman with respect to a civil aircraft, . . . used, or intended for use, in air 

commerce — (A) without an airman certificate authorizing the airman to serve in the capacity 

 

5 Civil Aviation Authority, Safety Regulation Group, Unmanned Aircraft System Operations in 

UK Airspace – Guidance, Section 2, Chapter 5, Page 2 (Aug. 10, 2012), available at

https://www.caa.co.uk/docs/33/CAP722.pdf. 

6 Civil Aviation Authority, Unmanned Aircraft and Aircraft Systems, available at

http://www.caa.co.uk/default.aspx?catid=1995&pagetype=90

7 Australian Government Civil Aviation Safety Authority, available at

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_100374.

8

See EuroUSC International, “Pilot Qualification,” available at

http://eurousc.com/services/pilot-qualifications/.
21

for which the certificate was issued . . . “ If the FAA’s interpretation were correct, this language 

would require that any person wishing to operate a UA for commercial operations have an 

airman certificate authorizing the person to serve as an airman in commercial operations. 

However, in all of its recent grants of Section 333 petitions, the FAA has – without 

explicitly acknowledging the fact - exempted commercial UA operators from the § 44711(A) 

requirement that they hold an airman certificate authorizing them “to serve in the capacity for 

which the certificate was issued.” It has done so by allowing them to operate UA so long as they 

hold a private pilot’s or sport pilot’s authorization, even though such a certificate does not permit 

commercial operations. Exemption No. 11062 at 15-18; Exemption No. 11110 at 14-16; 

Exemption No. 11191 at 3-5; and Exemption No. 11229 at 3 and 8.

The FAA argues that it cannot exempt applicants from the requirements of §44711 

because, while the specific language of Section 333 grants it limited statutory flexibility relative 

to 49 U.S.C. §44704 for the purposes of airworthiness certification, Section 333 does not provide 

flexibility relative to §44711 and other sections of Title 49. Exemption No. 11110 at 14. This 

argument ignores the plain language of Section 333. The relevant language of Section 333 is:

(a) IN GENERAL.—Notwithstanding any other requirement of this subtitle, and 

not later than 180 days after the date of enactment of this Act, the Secretary of 

Transportation shall determine if certain unmanned aircraft systems may operate 

safely in the national airspace system before completion of the plan and 

rulemaking required by section 332 of this Act or the guidance required by 

section 334 of this Act.

(b) ASSESSMENT OF UNMANNED AIRCRAFT SYSTEMS.—In making the 

determination under subsection (a), the Secretary shall determine, at a 

minimum—

(1) which types of unmanned aircraft systems, if any, as a result of their size, 

weight, speed, operational capability, proximity to airports and populated areas, 

and operation within visual line of sight do not create a hazard to users of the 

national airspace system or the public or pose a threat to national security; and

(2) whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for 

the operation of unmanned aircraft systems identified under paragraph (1).

(c) REQUIREMENTS FOR SAFE OPERATION.—If the Secretary determines 

under this section that certain unmanned aircraft systems may operate safely in 

the national airspace system, the Secretary shall establish requirements for the 

safe operation of such aircraft systems in the national airspace system.

The language of Section 333(b) is permissive: it requires that the Secretary “determine, at 

a minimum . . . whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for the operation of 

unmanned aircraft systems identified under paragraph (1).” Nothing in (b) precludes the 

Secretary from determining whether or not a pilot’s license is required for operation of a UA 

identified under paragraph (b)(1).
22

Indeed, the FAA has implicitly conceded the point by granting exemptions from the 

requirement that commercial UA operators hold a commercial pilot certificate. From an 

analytical standpoint, there is no difference between granting an exemption from the commercial 

pilot’s license requirement and granting an exemption from the private or sport pilot’s license 

requirement. Both are clearly exemptions from a specific statutory requirement in 49 U.S.C. 

§44711. If the FAA has the statutory authority under Section 333(b) to do the former, it has the 

same authority to do the latter.9

For all of the reasons set forth above, the FAA should reconsider its position and exercise 

its full authority to grant an exemption from all the requirements of 49 USC §44711, so that a 

person serving as a commercial UAS operator need not have a pilot’s license. 

 

9 The FAA has not specifically identified the statutory provision that underpins its authority to 

grant the exemptions from the commercial pilot’s license requirement. Whether the statutory 

basis is Section 333 or some other provision makes no difference. If there is a basis for a partial 

exemption from in 49 U.S.C. § 44711, that basis also justifies an exemption from the entire 

provision.
The professional 

mapping drone 

Technical specifications

23
Technical specifications

Weight (inc. supplied camera)

Wingspan

Material

Propulsion

Battery

Camera (supplied)

Cameras (optional)

Carry case dimensions

Hardware

Operation

Approx. 0.69 kg (1.52 lbs)

96 cm (38 in)

EPP foam, carbon structure & composite parts

Electric pusher propeller, 160 W brushless DC motor

11.1 V, 2150 mAh

16 MP IXUS/ELPH 

S110 RGB, thermoMAP

55 x 45 x 25 cm (21.6 x 17.7 x 9.8 in)

50 minutes 

40-90 km/h (11-25 m/s or 25-56 mph) 

Up to 3 km (1.86 miles) 

12 km2

 / 4.6 mi2 (at 974 m / 3,195 ft altitude AGL)

Up to 45 km/h (12m/s or 28 mph) 

Down to 1.5 cm (0.6 in) per pixel

1-3x GSD

Down to 3 cm (1.2 in) / 5 cm (2 in)

1-5 m (3.3-16.4 ft)

Yes (inc. mid-air collision avoidance) 

Yes

Approx. 5 m (16.4 ft)

Maximum flight time

Nominal cruise speed

Radio link range

Maximum coverage (single flight)

Wind resistance

Ground Sampling Distance (GSD)

Relative orthomosaic/3D model accuracy

Absolute horizontal/vertical accuracy (w/GCPs) 

Absolute horizontal/vertical accuracy (no GCPs)

Multi-drone operation

Automatic 3D flight planning

Linear landing accuracy

Package contents

•	 eBee foam body (inc. all electronics & built-in autopilot)

•	 Pair of detachable wings

•	 16 MP IXUS/ELPH still camera (inc. 16 GB SD card, battery, USB

cable & charger) 

•	 2.4 GHz USB radio modem for data link (inc. USB cable)

•	 Two Lithium-Polymer battery packs & charger

•	 Spare propeller

•	 Carry case with foam protection

•	 Remote control & accessories (for safety pilots)

•	 User manual

•	 Software included: eMotion (flight planning & control) &

Postflight Terra 3D (professional photogrammetry)

For eBee updates

subscribe to our newsletter at

www.sensefly.com

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Where To Buy News & Press Newsletter my.senseFly

No flying skills

required

The eBee is the easiest to use

mini drone on the market. To

launch, just throw it into the air!

It then flies, captures images &

lands itself. (However you can

reprogram its flight or land

manually if required.)

Map more, more

accurately

The eBee can cover up to 12 sq.

km (4.6 sq. mi) in a single flight,

and over smaller areas, flying at

lower altitudes, it can acquire

images with a GSD of down to

1.5 cm/pixel.

Because safety

matters

The eBee uses a rear-mounted

propeller and due to its flexible

foam construction it weighs 700

g (1.5 lbs), minimising its

impact energy.

It’s all you need

The eBee is supplied with a

sturdy carry case and two

software packages: eMotion

(flight planning and control) &

Postflight Terra 3D (professional

photogrammetry).

Home Drones Applications Support About

eBee

The professional mapping drone

Use this fully autonomous drone to capture high-resolution aerial

photos that you can transform into accurate 2D orthomosaics & 3D

models.

4 reasons to choose the eBee

25
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senseFly’s intuitive eMotion software makes it easy to plan and

simulate your mapping mission.

Flying over uneven terrain? Use eMotion’s 3D mission planning feature

to take elevation data into account when setting the altitude of

waypoints and the resulting flight lines - improving ground resolution

01. Plan your flight

26
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Plan : Import your preferred base map and define the area you want to

cover. Then specify your required ground resolution, with a maximum

GSD of 1.5 cm, and image overlap.

eMotion automatically generates a full flight plan, calculating the

eBee’s required altitude and displaying its projected trajectory.

and increasing safety.

Sim ula te : To ensure your mission’s success, run a virtual flight that

simulates wind strength and direction. Then make any flight plan

updates required and prepare to launch.

03. Create 02. Fly

27
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Launch : To launch the eBee, shake it three times to start its motor,

then just throw it into the air.

The artificial intelligence inside the eBee’s autopilot continuously

analyses data provided by the Inertial Measurement Unit and onboard

GPS to control every aspect of its flight.

M onitor : Using eMotion ground station software you can view the

eBee’s flight parameters, battery level and image acquisition progress in

real time.

C ontr ol : Made a mistake with your planning? Reprogram your drone’s

flight plan and landing point mid-flight.

Tr us t: With the eBee’s GSD of down to 1.5 cm, relative orthomosaic/3D

model accuracy of 1-3x GSD, and absolute horizontal/vertical accuracy

of down to 3/5 cm, you can have full confidence in the accuracy of the

outputs you produce.

Approx. 0.69 kg (1.52 lbs)

96 cm (38 in)

EPP foam, carbon structure & composite parts

Electric pusher propeller, 160 W brushless DC motor

11.1 V, 2150 mAh

16 MP IXUS/ELPH

S110 RGB, thermoMAP

55 x 45 x 25 cm (21.6 x 17.7 x 9.8 in)

Options &

Accessories

Browse our full range of

cameras and additional

drone accessories.

User

Story

Read how the eBee was used

to map and model the

Matterhorn mountain.

Pr oce ss : Use the eBee’s supplied Postflight Terra 3D software to easily

process your flight’s photos.

In just a few clicks you can transform this imagery into geo-referenced

2D orthomosaics, 3D point clouds, triangle models and Digital

Elevation Models (DEMs).

Your results

Technical specifications

Hardware

Weight (inc. supplied camera)

Wingspan

Material

Propulsion

Battery

Camera (supplied)

Cameras (optional)

Carry case dimensions

Operation Once you have created your orthomosaic and 3D model, it's time to

put this data to work - for example by measuring distances, taking

cross-sections, extracting volume data, or exporting to third-party

software to add GIS data or create custom maps.

View e xam ple s of Pos tfligh t re sul ts

28
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50 minutes

40-90 km/h (11-25 m/s or 25-56 mph)

Up to 3 km (1.86 miles)

12 km2 / 4.6 mi2 (at 974 m / 3,195 ft altitude AGL)

Up to 45 km/h (12m/s or 28 mph)

Down to 1.5 cm (0.6 in) per pixel

1-3x GSD

Down to 3 cm (1.2 in) / 5 cm (2 in)

1-5 m (3.3-16.4 ft)

Yes (inc. mid-air collision avoidance)

Yes

Approx. 5 m (16.4 ft)

FAQ

Got a question that's not

answered above? Try our eBee

Frequently Asked Questions

page.

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senseFly is a Parrot company. Copyright © senseFly 2009

- 2015. All rights reserved. senseFly Ltd., 1033 CheseauxLausanne, Switzerland.

Maximum flight time

Nominal cruise speed

Radio link range

Maximum coverage (single flight)

Wind resistance

Ground Sampling Distance (GSD)

Relative orthomosaic/3D model accuracy

Absolute horizontal/vertical accuracy (w/GCPs)

Absolute horizontal/vertical accuracy (no GCPs)

Multi-drone operation

Automatic 3D flight planning

Linear landing accuracy

29
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Where To Buy News & Press Newsletter my.senseFly

Home Drones Applications Support About

eMotion

Flight planning & control software

eMotion is senseFly’s intuitive ground station software, supplied with

every senseFly drone. Use it to plan, simulate, monitor and control

your mapping flight.

eMotion is included with every senseFly drone

01. Plan

Import your background map of choice and draw a rectangle

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(or create a more complex polygon) over the area you want to

map. Then define your required ground resolution and image

overlap. eMotion will automatically generate a full flight plan,

calculating the eBee’s required altitude and displaying its

projected trajectory.

Flying over uneven terrain? Use eMotion's 3D mission

planning feature to consider elevation data when setting the

altitude of mission waypoints and the resulting flight lines -

improving ground resolution and increasing mission safety.

You can even check your flight plan in Google Earth, using

eMotion's built-in interface.

02. Simulate

eMotion's Simulator mode will help you plan your flight and

explore the advanced functions of your senseFly drone.

Simulating your flight helps you understand the position and

size of images that will be taken. It also allows you to learn

more about advanced functions, such as in-flight waypoint

editing and camera control, without putting your drone at

risk.

Enter the wind strength and direction, then press Play to

'launch' your drone. You can view all aspects of your flight as

the drone flies its mission. You can also use eMotion's Google

Earth interface to follow your flight in 3D. Then, if necessary,

just update your flight plan and save it for future use.

03. Monitor

Once you have launched your drone, eMotion displays all its

flight parameters, battery level and image acquisition progress

in real time.

The main Map Area displays the drone's current position,

updated live as it executes its flight. A small arrow and info

box show the wind speed and direction, as measured by the

drone, while the Status Panel that follows the moving drone

icon displays its current waypoint status, battery charge,

flight time and altitude. All of these data and more are also

shown in the Flight Monitoring tab of the sidebar on the right.

In the event of a problem, such as extreme winds or low

battery, a warning message instantly appears.

31
1/16/2015 senseFly: eMotion

https://www.sensefly.com/drones/emotion.html 3/4

04. Control

Made a mistake with your flight planning? With eMotion you

can reconfigure your drone’s flight plan and landing point

while in flight. For example, just drag and drop to move the

landing location and angle of approach.

The Control Bar at the top of the screen provides further

options, such as putting your drone in a Hold position,

returning to land, or aborting a landing (should a car stop at

or near the landing point for example). Otherwise, your drone

will automatically land at its designated landing point when

its mission is over.

eMotion is included with every senseFly drone

eMotion features

Automatic 3D flight planning

Flight simulator

Intuitive user interface

Real-time flight status

Automatic altitude adjustment

32
1/16/2015 senseFly: eMotion

https://www.sensefly.com/drones/emotion.html 4/4

Conditions of Use Privacy Policy

Contact Us FAQ

Sitemap Job Opportunities

senseFly is a Parrot company. Copyright © senseFly 2009

- 2015. All rights reserved. senseFly Ltd., 1033 CheseauxLausanne, Switzerland.

Integrated data management

Google Earth visualisation

Oblique imagery

Multiple camera support

Customisable base maps

Import custom elevation data

Multiple drone operation

Tablet compatible (Windows OS)

Multi-language support

Polygon-shaped mission areas

Working area ceiling

Bird of prey avoidance manoeuvres

33
1/16/2015 senseFly: Postflight Terra 3D

https://www.sensefly.com/drones/postflight-terra-3d.html 1/4

Where To Buy News & Press Newsletter my.senseFly

Home Drones Applications Support About

Postflight Terra 3D

Professional photogrammetry software

Transform your eBee's aerial imagery into 2D orthomosaics and 3D

models, with centimetre-level accuracy, in just a few clicks.

Postflight Terra 3D is included with every eBee drone

01. Check image quality in the field

Postflight Terra 3D can create a quick Quality Report directly

34
1/16/2015 senseFly: Postflight Terra 3D

https://www.sensefly.com/drones/postflight-terra-3d.html 2/4

in the field.

After your drone lands, just import your data into eMotion,

choose to perform local processing in Postflight Terra 3D, and

click to create a quick quality report.

This report even includes a low-resolution orthomosaic

preview - helping you gain immediate feedback on the quality

of the images acquired during your mission.

02. Generate orthomosaics, 3D

models & point clouds

Postflight Terra 3D's workflow is fully automated. After initial

processing, handled with just one click, use Postflight Terra 3

to easily generate 2D orthomosaics, 3D digital elevation

models (DEMs) and 3D point clouds from your eBee's images.

The software handles all the necessary calibration and

processing to give you survey-grade accurate outputs.

However, you retain full control if required, meaning for

example you can assess and edit all tie points (GCPs, check

points etc.).

View examples of Postflight Terra 3D outputs

03. Assess & edit

Assess and edit your Postflight Terra 3D projects using the

built-in rayCloud and Mosaic Editor functions.

These allow you to further improve the accuracy of your

mapping projects and annotate objects directly in the

software.

You can also import your results directly into any GIS, CAD or

traditional photogrammetry software package you use.

35
1/16/2015 senseFly: Postflight Terra 3D

https://www.sensefly.com/drones/postflight-terra-3d.html 3/4

04. Explore the rayCloud

The rayCloud is a ground-breaking feature inside Postflight

Terra 3D that combines the 3D point cloud with your original

input images.

This innovative approach to processing substantially increases

the accuracy of 3D point estimates and provides you with a

fuller understanding of your 3D results.

Use the rayCloud to:

Better view, assess and interpret your data

Gain full control over all your tie points, calibration and

results (assess and edit GCPs, check points and manual

tie points)

Annotate and measure polylines (breaklines), surfaces

and volumes (stockpiles) with the highest possible

precision

Postflight Terra 3D is included with every eBee drone

36
1/16/2015 senseFly: Postflight Terra 3D

https://www.sensefly.com/drones/postflight-terra-3d.html 4/4

Conditions of Use Privacy Policy

Contact Us FAQ

Sitemap Job Opportunities

senseFly is a Parrot company. Copyright © senseFly 2009

- 2015. All rights reserved. senseFly Ltd., 1033 CheseauxLausanne, Switzerland.

Postflight Terra 3D features

Aerial & oblique support

Multi-camera support

Multi-band support

GCP & coordinate reference system support

Camera auto-calibration

Rapid check & full processing modes

Drone-optimised Automatic Aerial Triangulation

Bundle Block Adjustment (BBA)

Point cloud densification

Compatible with Windows devices (PC/tablet)

Project merging

Seamline editing

Image selection & replacement

Colour balancing

Accuracy assessment & improvement

GCP, check point & manual tie point editing

Camera viewing and tie-point editing

Camera viewing and tie-point editing

Measurement & annotation

DEM & orthomosaic improvement

Semantic CAD modelling

Index computation

Geo-referenced orthomosaic export in GeoTIFF format

Geo-referenced DEM export in GeoTIFF format

Vector object export in DXF, SHP and KML formats

Rapid quality report

Full quality report

37
STORE PRODUCTS  SUPPORT COMMUNITY  DEVELOPER   Worldwide (English)

Overview Features No Fly Zones Specs Videos Downloads FAQ Wiki Dealers Buy Now

New Pilot Experience 2015 

  



YOUR FLYING CAMERA

38
More Features 

COMPARE PHANTOMS DJI OFFICIAL STORE



DJI AUTHORIZED DEALERS



HELP AND SUPPORT



Introducing the Phantom 2 Vision+ Phantom 2 Vision+ Preparing to Fly Introducing Phantom 2 Vision+ Ground Station

39
Wiki 

Downloads 

Support 

After-sales Service Policies 

About DJI Contact DJI News Media Coverage Showcase Careers DJI Wiki After-sales Service Policies Website Feedback DJI Developer

Copyright © 2015 DJI All Rights Reserved. Privacy Policy Terms of Use

Compare Now 

Buy from the DJI Official Store

Buy Now 

Buy from DJI authorized dealers

Find a local dealer 

40
STORE PRODUCTS  SUPPORT COMMUNITY  DEVELOPER   Worldwide (English)

Overview Features No Fly Zones Specs Videos Downloads FAQ Wiki Dealers Buy Now

click and drag

Body

Remote Control

RADAR POSITIONING &

 RETURN HOME

The flight radar displays the current position of the Phantom 2

 Vision+ in relation to the pilot.

Exceeding the control range of the remote control will trigger

 ‘Return-to-Home’, meaning the Phantom 2 Vision+ will

 automatically fly back to its takeoff point and land safely.

Max flight time

Return to Home

Control Range

Out of Range

Home Point



41
25 Mins

HIGH PERFORMANCE CAMERA

Radar positioning Flight parameters Return home

ONSCREEN REAL-TIME FLIGHT

 PARAMETERS

Keep track of current flight telemetry and see what your Phantom sees on your

 mobile device.

42
The Phantom 2 Vision+ carries an extremely high quality camera and a removable 4GB micro SD card. It

 shoots full HD video at 1080p/30fps and 720p/60fps, giving you crystal clear video and the option for slow

 motion shots. Photos are shot at 14 megapixels.

View actual photos taken with the Phantom 2 Vision+ 

CAMERA TILT CONTROL

Tilt the camera as you fly, creating unique angles and

 amazing shots.

GREATER CONTROL

The upgraded remote control comes with many new

 features. A gimbal control dial, trainer port, built-in

 rechargeable LiPo battery with a capacity of 2000mAh,

 battery level LED indicators and throttle locking feature that

 holds the throttle stick in place when descending are all

 included. The new remote control is compatible with the

43
 Phantom 2 Vision+ and Phantom 2.

Use DJI Lightbridge to control your aircraft or connect the remote

 control to your computer via the trainer port to run 

a simulation application and practice your flying skills.

Gimbal Control

Battery Life

Trainer Port

44
IMPROVED POWER

New motors, propellers, and ESCs combine to give you greater thrust and control than ever before. You can load more equipment on

 your Phantom, and achieve up to 200g/arm of extra thrust when using a 3S LiPo battery with this completely new system.

NEW COMPASS

A new, anti-static compass has been

 developed, with a protective shell to

 help

 shield it in any flight conditions.

READY TO FLY

45
SUPPORTS ADOBE DNG RAW

DNG RAW photo capture means all original image information is retained for powerful post processing.

Point the camera straight down for a totally unique view of your world.

ADOBE LENS PROFILE SUPPORT

An Adobe lens profile for barrel distortion removal is available for the DJI Phantom 2 Vision+ camera.

* Available as standard in the latest versions of Adobe Lightroom, Adobe Camera Raw for Photoshop and Adobe Premiere.

46
Before After

Camera settings including Picture Quality, ISO, Exposure Compensation, White Balance, and capture Format can be adjusted through

 the VISION app.

ALBUM

CAMERA PARAMETER SETTINGS

47
 SYNCHRONIZATION

Beam photos and videos from the Vision+ straight to

 your phone using Wi-Fi. No computer required.

Up to 700m 

Wi-Fi connection

NO FLY ZONES FEATURE

In order to increase flight safety and prevent accidental flights in

 restricted areas, the new firmware for the Phantom 2 series

 includes a No Fly Zone feature.

These zones have been divided into two categories: A and B. For a

 full explanation of the difference between the categories and to

 view a complete list of places included, please click here.

48
COMPARE PHANTOMS DJI OFFICIAL STORE



DJI AUTHORIZED DEALERS



HELP AND SUPPORT



Wiki 

Downloads 

Support 

After-sales Service Policies 

About DJI Contact DJI News Media Coverage Showcase Careers DJI Wiki After-sales Service Policies Website Feedback DJI Developer

Copyright © 2015 DJI All Rights Reserved. Privacy Policy Terms of Use

Compare Now 

Buy from the DJI Official Store

Buy Now 

Buy from DJI authorized dealers

Find a local dealer 

49
STORE PRODUCTS  SUPPORT COMMUNITY  DEVELOPER   Worldwide (English)

Overview Features No Fly Zones Specs Videos Downloads FAQ Wiki Dealers Buy Now

General Features Lightweight, multi-functional integrated aircraft and camera

Camera remote-control by DJI VISION APP

Range Extender increases Wi-Fi distance to 300m

Anti-vibration camera platform with single axis stabilisation

Low-voltage protection

Virtual Radar aircraft locator on mobile device

Range of camera tilt options

Multiple, continuous and timed capture options

HD Video Recording (1080/p30 or 1080/60i)

RAW and JPEG picture formats

Aircraft Battery 5200mAh LiPo

Weight (Battery & Propellers Included) 1160g

Hover Accuracy (Ready To Fly) Vertical: 0.8m; Horizontal: 2.5m

Max Yaw Angular Velocity 200°/s

Max Tilt Angle 35°

Max Ascent / Descent Speed Ascent: 6m/s; Descent: 2m/s

Max Flight Speed 15m/s (Not Recommended)

Diagonal Length 350mm

Tilting Range Of Gimbal 0°-60°



50
Transmitter

Camera

Range Extender

DJI VISION App

Operating Frequency 5.728GHz 5.8GHz

Communication Distance (Open Area) CE: 300m; FCC: 500m

Receiver Sensitivity (1%PER) -93dBm

Transmitter Power CE: 25mw; FCC: 125mw

Working Voltage 80 mA@6V

Battery 4 AA Batteries

Resolution 14 Megapixels

FOV 120°/ 110°/ 85°

Sensor Size 1/2.3"

Functionality Support of multi-capture, continuous capture and timed capture

Support of HD Recording (1080/p30 or 1080/60i)

Supports of both RAW and JPEG picture format

Operating Frequency 2412-2462MHz

Communication Distance (Open Area) 300m

Transmitter Power <=17dBm

Power Consumption 1.5W

System Requirement Of Mobile Device iOS version 6.1 or above/ Android system version 4.0 or above

Mobile Device Support iOS recommended: iPhone 4s, iPhone 5, iPhone 5s, iPhone 6, iPhone 6 Plus, iPod touch 5

 (available but not recommended: iPad 3, iPad 4, iPad mini)

51
Android recommended: Samsung Galaxy S3, S4, Note 2, Note 3 or phones of similar

 configuration

COMPARE PHANTOMS DJI OFFICIAL STORE



DJI AUTHORIZED DEALERS



HELP AND SUPPORT



Wiki 

Downloads 

Support 

After-sales Service Policies 

About DJI Contact DJI News Media Coverage Showcase Careers DJI Wiki After-sales Service Policies Website Feedback DJI Developer

Copyright © 2015 DJI All Rights Reserved. Privacy Policy Terms of Use

Compare Now 

Buy from the DJI Official Store

Buy Now 

Buy from DJI authorized dealers

Find a local dealer 

52
飞行器智能电池

安全使用指引

SMART FLIGHT BATTERY

Safety Guidelines

SMART FLIGHT BATTERIE

Nutzungshinweise

BATTERIES INTELLIGENTES

Guide d'Utilisation

© 2014 DJI. All Rights Reserved. 

V1.0 2014.07

マルチコプター電池

安全使用ガイド

53
 English

Battery Use

Never use non-DJI batteries. Go to www.DJI.

com to purchase new batteries. DJI takes no

responsibility for any accidents caused by nonDJI batteries.

Never use or charge a swollen, leaky or damaged 

battery. If so, contact DJI or its designated dealers 

for further assistance.

Do NOT install the battery into the battery 

compartment on the Phantom when turned on. 

Turn off the battery before installing it or removing 

it from the Phantom. Never install or remove the 

battery from the Phantom when it is turned on.

The battery should be used in temperatures from 

-20°C to 40°C. Use of the battery above 50°C 

can lead to a fire or explosion. Use of battery 

below -20°C can lead to permanent damage.

Do not use the battery in strong electrostatic 

or electromagnetic environments. Otherwise, 

the battery control board may malfunction 

and a serious accident may happen during 

flight.

Never disassemble or pierce the battery in any 

way, or the battery may catch fire or explode.

Electrolytes in the battery are highly corrosive. If 

any electrolytes splash onto your skin or eyes, 

immediately wash the affected area with fresh 

running water for at least 15 minutes then see a 

doctor immediately.

Check the condition of the battery if it falls out 

of the Phantom. Make sure the battery is NOT 

damaged or leaking before putting it back to the 

Phantom.

Land the Phantom immediately when the 

low battery level warning activates in the DJI 

VISION App.

Do not drop the battery into water. If the inside 

of the battery comes into contact with water, 

chemical decomposition may occur, potentially 

resulting the battery catching on fire, and may 

even lead to an explosion. If the battery falls into 

water with the Phantom during flight, take it out 

immediately and put it in a safe and open area. 

Maintain a far distance from the battery until it 

is completely dry. Never use the battery again, 

and dispose of the battery properly as described 

in Battery Disposal below.

Put out any battery fire using sand or a dry 

powder fire extinguisher. Never use water to put 

out a battery fire.

Charging the Battery

Batteries must be charged using a DJI approved 

adapter. DJI takes no responsibility if the battery 

is charged using a non-DJI charger. Never leave 

the battery unattended during charging. Do not 

charge the battery near flammable materials or 

on flammable surfaces such as carpet or wood.

Do not charge battery immediately after flight, 

because the battery temperature may be too 

high. Do not charge the battery until it cools 

down to near room temperature. Charging 

battery outside of the temperature range of 

0°C-40°C may lead to leakage, overheating, or 

battery damage.

Charge and discharge the battery completely 

once every 20 charge/discharge cycles. 

Discharge the battery until there is less than 

8% power or until it can no longer be turned 

on, then recharge it to the maximum capacity. 

This power cycling procedure will optimize the 

battery life.

Battery Storage

Do not leave the battery near heat sources such as 

a furnace or heater. The ideal storage temperature 

is 0°C-21°C.

Keep the battery dry. Never drop the battery into 

water.

Do not drop, strike, impale, or manually shortcircuit the battery.

Keep the battery away from metal objects such 

as necklaces and hairpins.

Discharge the battery to 30%-50% of the battery 

level if it will not be used for 7 days or more. This 

can greatly extend the battery life.

Battery Disposal

Dispose of the battery into specific recycling 

boxes only after a complete discharge. Do 

not place the battery into regular rubbish bins. 

Strictly follow your local disposal and recycling 

regulations of batteries.

If the power on/off button of the smart battery 

is disabled and the battery cannot be fully 

discharged, please contact a professional 

battery disposal/recycling agent for further 

assistance.

 Deutsch 

Batterienutzung

Benutzen Sie ausschließlich originale DJI 

1 EN DE

54
Batterien. Gehen Sie auf www.DJI.com, um 

neue Batterien zu erwerben. Für Schäden, die 

durch die Verwendung von Nicht-Originalteilen 

und Zubehör entstehen, ist jedwede Haftung 

des Herstellers ausgeschlossen.

Benutzen oder Laden Sie niemals eine 

angeschwollene, undichte oder beschädigte 

Batterie. Kontaktieren Sie gegebenenfalls DJI 

oder unsere ausgewiesenen Händler für weitere

Informationen.

Setzen Sie NIEMALS die Batterie in das 

Batteriefach des Phantom ein, während die 

Batterie eingeschaltet ist. Schalten Sie die Batterie 

aus, bevor Sie diese in das Batteriefach einsetzen 

oder vom Phantom entfernen. Setzen Sie niemals 

die Batterie ins Batteriefach ein oder entfernen 

sie, wenn diese eingeschaltet ist. 

Die Batterie sollte nur in einem Temperaturbereich 

von -20°C bis 40°C benutzt werden. Der Gebrauch 

der Batterie bei über 50°C kann zu Feuer oder 

einer Explosion führen. Die Verwendung bei unter 

-20°C kann zu dauerhaften Schäden führen.

Verwenden Sie die Batterie nie in starken 

elektrostatischen oder elektromagnetischen 

Umfelden. Das Batterie Control Board könnte 

versagen und ein schwerer Unfall während des 

Fluges passieren.

Bauen Sie die Batterie niemals auseinander oder 

durchbohren Sie diese, die Batterie könnte Feuer 

fangen oder explodieren.

Die Akkumulatorsäure in der Batterie ist stark 

korrosiv. Säurespritzer im Auge oder auf der 

Haut sofort unter frischem, laufenden Wasser ausbzw. abspülen und anschließend sofort einen Arzt 

aufsuchen. 

Überprüfen Sie den Zustand der Batterie, falls 

diese aus dem Phantom herausfällt. Stellen Sie 

sicher, dass die Batterie NICHT beschädigt ist

oder ausläuft, bevor Sie diese zurück in den 

Phantom stecken. 

Landen Sie den Phantom umgehend, sobald 

die Batteriewarnung in Ihrer DJI VISION App 

erscheint. 

Lassen Sie die Batterie niemals in Wasser 

fallen. Wenn das Innere der Batterie mit Wasser 

in Kontakt kommt, könnte eine chemische 

Zersetzung ausgelöst werden, durch die die 

Batterie möglicherweise Feuer fängt oder 

sogar explodiert. Falls die Batterie während 

des Fluges mit dem Phantom in Wasser fällt, 

entfernen Sie diese unverzüglich aus dem 

Fluggerät und legen diese in eine sichere und 

offene Umgebung. Halten Sie großen Abstand 

zu der Batterie bis diese komplett getrocknet 

ist. Benutzen Sie die Batterie niemals erneut 

und entsorgen Sie die Batterie sachgerecht, 

wie unten in dem Kapitel Entsorgen der 

Flugbatterie beschrieben.

Löschen Sie jeden Batteriebrand mit Hilfe von 

Sand oder einem Pulverlöscher. Löschen Sie

einen Batteriebrand niemals mit Wasser.

Aufladen der Flugbatterie

Batterien müssen mit einem von DJI zugelassenen 

Adapter geladen werden. DJI übernimmt keine 

Haftung für Batterien, die mit einem nicht 

von DJI autorisierten Ladegerät geladen 

wurden. Lassen Sie die Batterie während 

des Ladevorgangs niemals unbeaufsichtigt. 

Laden Sie die Batterie nicht in der Nähe von 

entflammbaren Materialien oder Oberflächen 

wie Teppich oder Holz. 

Laden Sie die Batterie nicht direkt nach dem 

Flug, die Temperatur der Batterie könnte zu 

hoch sein. Laden Sie die Batterie erst, sobald 

sie auf mindestens Raumtemperatur abgekühlt 

ist. Das Laden der Batterie außerhalb des 

Temperaturbereichs von 0°C - 40°C kann zu 

Auslaufen, Überhitzen oder einem Schaden an 

der Batterie führen.

Laden und Entladen Sie die Batterie einmal 

vollständig alle 20 Lade-/Entladevorgänge. 

Entladen Sie die Batterie bis auf unter 8% bis 

sie nicht mehr eingeschaltet werden kann, 

dann laden Sie diese bis zum Maximum ihrer 

Kapazität auf. Das beschriebene Verfahren 

optimiert die Lebensdauer Ihrer Batterie.

Lagerung der Flugbatterie

Lassen Sie die Batterie nicht in der Nähe von 

Hitzequellen wie einem Ofen oder Heizkörper. Die 

ideale Lagerungstemperatur liegt zwischen 0°C - 

21°C. 

Die Batterie ist sauber und trocken zu lagern. 

Lassen Sie die Batterie niemals in Wasser

fallen. 

Lassen Sie die Batterie nicht fallen, spießen Sie 

diese nicht auf, schließen Sie sie nicht manuell 

kurz und wirken Sie nicht mit Gewalt auf die 

Batterie ein.

Halten Sie die Batterie fern von Metallobjekten 

wie Ketten und Haarnadeln.

Entladen Sie die Batterie bis auf 30% - 50%, falls 

Sie diese für 7 Tage oder länger nicht benutzen. 

2 DE

55
Dies kann die Lebensdauer Ihrer Batterie stark 

verlängern. 

Entsorgung der Flugbatterie 

Entsorgen Sie die Battterie, nur nachdem 

Sie komplett entladen wurde, in speziellen 

Recycling Tonnen. Werfen Sie die Batterie 

nicht in die normale Mülltonne. Beachten 

und befolgen Sie unbedingt die kommunalen 

Entsorgungs- und Recyclingvorschriften für 

Batterien.

Falls der On/Off Knopf der Batterie nicht 

funktioniert und die Batterie nicht vollständig 

entladen werden kann, kontaktieren Sie 

bitte eine professionelle Entsorgungs-/

Recyclingfirma.

 Français 

Utilisation de la Batterie

N’utilisez jamais de batterie autre que d’origine. 

Rendez-vous sur www.DJI.com pour acheter 

de nouvelles batteries. La responsabilité 

de DJI ne pourrait être engagée pour tout 

accident résultant de l'utilisation de batteries 

non-DJI.

N'utilisez ni ne chargez jamais de batterie 

déformée, qui suinte ou qui est endommagée. 

Si vous constatez un problème contactez 

DJI ou ses revendeurs agréés pour recevoir

l'assistance nécessaire.

N'installez PAS la batterie dans le compartiment 

du Phantom si elle est allumée. Eteignez la 

batterie avant de l'installer ou de la retirer du 

Phantom. N'installez ou ne retirez jamais la 

batterie du Phantom lorsqu'il est allumé.

La batterie peut être utilisée sous des 

températures allant de -20°C à 40°C. Utiliser 

la batterie au-delà de 50°C peut causer un 

incendie ou une explosion. L'utiliser en deçà de 

-20°C peut causer un dommage irréparable à 

la batterie.

N’utilisez pas la batterie dans un environnement 

électrostatique ou électromagnétique important. 

Sinon, l’unité de contrôle de la batterie pourrait 

mal fonctionner et un sérieux accident pourrait 

survenir pendant le vol.

Ne désassemblez ou ne percez jamais la batterie 

d’aucune manière, ou celle-ci pourrait prendre 

feu ou exploser.

L'électrolyte dans la batterie est très corrosif. Si 

de l'électrolyte éclabousse votre peau ou vos 

yeux, rincez immédiatement la zone affectée 

à l'eau fraiche courante pendant au moins 

15 minutes puis consultez immédiatement un 

docteur.

Vérifiez l’état de la batterie si elle tombe du 

Phantom. Vérifiez que la batterie n’est PAS 

endommagée ou suintante avant de la remettre 

dans le Phantom.

Faites atterrir le Phantom immédiatement dès 

que l'alerte de faible batterie se déclenche 

dans l'App DJI VISION.

N’immergez pas la batterie. Si l’intérieur de 

la batterie entre en contact avec de l’eau une 

réaction chimique peut se produire, résultant 

potentiellement en un incendie ou même en 

l’explosion de la batterie. Si la batterie tombe 

à l'eau avec le Phantom lors d'un vol retirezla immédiatement et mettez-la à l'abri dans 

un endroit sécurisé et ouvert. Restez à bonne 

distance de la batterie jusqu'à ce qu'elle soit 

entièrement sèche. Ne la réutilisez jamais et 

déposez-la correctement comme décrit plus 

bas dans le paragraphe sur le Recyclage des 

Batteries. Eteignez une batterie en flammes 

en utilisant du sable ou un extincteur à poudre 

sèche. N’utilisez jamais d’eau pour éteindre une 

batterie en feu.

Charge de la Batterie

Les batteries doivent être chargées à l’aide d’un 

chargeur approuvé par DJI. La responsabilité 

de DJI ne peut être engagée si la batterie est 

chargée avec un autre chargeur que celui 

proposé par DJI. Ne laissez jamais la batterie 

sans surveillance durant la charge. Ne chargez 

pas la batterie près d’une source de chaleur, 

d’un matériau inflammable ou sur une surface 

inflammable comme un tapis ou du parquet.

Ne chargez pas votre batterie immédiatement 

après un vol car la température pourrait être 

trop élevée. Ne chargez la batterie que lorsque 

celle-ci aura atteint la température ambiante. 

Charger la batterie hors de la plage de 

température comprise entre 0°C et 0°C peut 

entrainer une fuite, une surchauffe ou une 

panne de la batterie.

Chargez et déchargez complètement la batterie 

tous les cycles de 20 charges/décharges. 

Déchargez la batterie jusqu'à ce qu'il reste 

moins de 8% de charge ou jusqu'à ce que 

la batterie ne puisse plus être allumée puis 

rechargez-la jusqu'à sa capacité maximale. 

3 FR

56
Cette procédure de charge cyclique optimisera 

la durée de vie de votre batterie.

Stockage des Batteries

Ne laissez jamais la batterie près d’une source 

de chaleur comme un radiateur ou un poêle. 

La température idéale de stockage est de 0°C 

-21°C.

Maintenez la batterie bien sèche. Ne l’immergez 

jamais dans un liquide.

Ne faites pas tomber ni ne cognez la batterie, ne 

la percez pas, ne provoquez pas volontairement 

de court-circuit sur la batterie.

Gardez la batterie éloignée de petits objets 

métalliques tels que des épingles à cheveux, des 

trombones, des petits bijoux.

Déchargez la batterie aux alentours de 30%-50% 

de son niveau de charge si vous ne l'utilisez pas 

pendant une semaine ou plus. Ceci augmentera 

de manière conséquente la durée de vie de 

votre batterie.

Recyclage des Batteries

Mettez votre batterie dans une boite de recyclage 

adaptée uniquement après l’avoir complètement 

déchargée. Ne mettez pas votre batterie avec 

les ordures ménagères. Suivez scrupuleusement 

les consignes locales précises en matière de 

recyclage des piles et batteries.

Si le bouton ON/OFF de la batterie intelligente 

est inopérant et que la batterie ne peut être 

complètement déchargée, veuillez s'il vous plait 

contacter un Professionnel du recyclage afin 

d'obtenir l'assistance nécessaire.

 中 文

使 用

严禁使用非大疆官方提供的电池。如需更换,

请到大疆官网查询。因使用非大疆官方提供的

电池而引发的电池事故、飞行故障,大疆概不

负责。

严禁使用鼓包的、漏液的、包装破损的电池。

如有以上情况发生,请联系大疆或者其指定代

理商做进一步处理。

在将电池安装或者拔出于飞行器之前,请保持

电池的电源关闭。请勿在电池电源打开的状态

下,拔插电池。

电池应在室温为 -20°C至 40°C之间使用。温度

过高,会引起电池着火,甚至爆炸。温度过低,

电池寿命会受到严重损害。

禁止在强静电或者磁场环境中使用电池。否则,

电池保护板会失灵,导致飞行器发生严重故障。

禁止以任何方式拆解或用尖利物体刺破电池。

否则,会引起电池着火甚至爆炸。

电池内部液体有强腐蚀性。如有泄露,请远离。

如有溅射到人体皮肤或者眼睛里,请立即用清

水冲洗至少 15 分钟,并立即就医。

若电池从飞行器中摔落,再次使用前,务必确

保电池外观无损,无破损、无漏液等问题。

若飞机进入电量低报警模式,应尽快降落并停

止飞行,更换新电池或者对电池进行充电。

请勿将电池浸入水中或将其弄湿。电池内部接

触到水后可能会发生分解反应,引发电池自燃,

甚至可能引发爆炸。如果电池在 Phantom 飞行

过程中或其它情况下意外坠入水中,请立即拔

出电池并将其置于安全的开阔区域,这时应远

离电池直至电池完全晾干。晾干的电池不得再

次使用,应该按照本文的废弃方法妥善处理。

若电池发生起火,应立即采用“窒息灭火法”,

如使用沙子或固体或干粉灭火器进行灭火。

严禁用水来灭火。 

充 电

智能电池必须使用 DJI 官方提供的专用充电器

或车载充电器进行充电。对于使用非 DJI 官方

提供的充电器进行充电所造成的一切后果,DJI 

将不予负责。

请留意充电过程以防发生意外。充电时请将电

池和充电器放置在水泥地面等周围无易燃、可

燃物的地面。

禁止在飞行器飞行结束后,立刻对电池进行充

电。此时,电池处于高温状态,强制充电会对

电池寿命造成严重损害。建议待电池降至室温,

再对电池进行充电。理想的充电环境(0-40°C)

可大幅度延长电池的使用寿命。

电池每经过约 20 次充放电后,需要进行一次

完整的放电和充电过程(将电池充满电,然后

放电至电量为 8% 以下或电池自动关闭,再充

满电)以保证电池工作在最佳状态。

储 存

禁止将电池放在靠近热源的地方,比如火源

或加热炉。智能电池的理想的保存温度为 0- 

21°C。

存放电池的环境应保持干燥。请勿将电池置于

水中或者可能会漏水的地方。

禁止机械撞击电池、碾压、坠落、人为短路、

刺穿电池。

禁止将电池与金属项链、发夹或者其他金属物

体一起贮存或运输。

超过 7 天不使用电池,请将电池放电至 30%-

50% 电量存放,可大大延长电池的使用寿命。

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57
废 弃

务必将电池彻底放完电后,才将电池置于指定

的电池回收箱中。电池是危险化学品,严禁废

置于普通垃圾箱。相关细节,请遵循当地电池

回收和弃置的法律法规。

如电池因为电源开关失灵而无法完成彻底放

电,请勿将电池直接弃置于电池回收箱,应联

系专业电池回收公司做进一步的处理。

 日本語

使 用

非 DJI 社製の電池を使用することによって発

生する事故はDJI社一切の責任を負いません。

包装破損、傷づいた電池を使用することが禁

じます。上記したものが発生した場合、DJI 社

或いは購入先の代理店までご連絡ください。

電池の取り付けや取り外しの前は、必ず電源

をオフにしてください。電源をオンにしたま

まで、操作しないでください。

電池は温度- 20°Cから 40°Cの間で使用して

ください。温度が高くなると、火事を引き起

こします。低くなると、電池の寿命が短縮し

ます。

強い静電気または磁気が起こる環境での電池

の使用を禁止します。バッテリー保護基板の

機能が失い、飛行器の故障につながる可能性

があります。

いかなる方法で電池を解体することは禁じま

す。火事や爆発事故が発生する原因とみられ

ます。

電池内部の液体は腐食性が強いです。液体が

漏れると、離れてください。皮膚や目に入っ

た場合、すぐに 15 分以上水で洗い流し、速

やかに医師の診察を受けてください。

飛行中に電池が墜落したら、再使用する前に

電池の外観が破損したかどうかを確認してく

ださい。

飛行中に低電量アラームがなりましたら、す

ぐ安全地に着陸して、電池を交換するか充電

してください。

電池を水に入れないでください。電池内部は

水が入ると化学反応が起こり、自然発火して

爆発する可能性があります。飛行中、機体が

水に落ちた場合、直ちに電池を外して安全地

で乾燥してください。乾燥した電池を再利用

することは禁じます。本章の廃棄方法で処理

してください。

電池が発火したら、砂や消火器で消火してく

ださい。水での消火を避けてください。

充電について

必ず DJI 社の充電器或いはカーチャージャで

充電してください。非 DJI 社提供した充電器

を使用することで起こった事故など、DJI 社

は一切の責任を負いません。

充電中の充電状況を常に確認してください。

充電時、可燃物の上に置かないでください。

飛行が終わった後、電池はまだ高温状態の為、

充電してはいけません。電池の寿命が短縮し

ます。推奨の充電温度は 0 ~ 40 度です。

電池のベスト状況を確保する為、20 回充電し

た後、一回完全放電してください。

保管について

発熱源の近くで使用したり、保管したりしな

いでください。0 - 21°Cの環境での保管を推

奨します。

乾燥した環境での保管してください。水中や

水漏れの場所に置かないでください。

バッテリーに衝撃加えたり、墜落させたり、人

為的にショートさせてたりしないでください。

金属物体或いは金属アクセサリーと一緒に保

管したり運送したりしないでください。

使用しない期間は7日間を超える場合はバッテ

リー残量を30%-50%の状態にすることで

バッテリーの寿命を延ばすことが可能です。

破棄について

バッテリーは化学品の為、破棄するときは火

災の原因とならないように、完全に放電を行

ってから破棄してください。破棄方法は各エ

リアの条例を守ってください。

バッテリーの電源の故障による放電できない

場合は回収箱に入れずに、業者に連絡のうえ

正しく処理を行ってください。

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