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CINEFL Y PRODUCTIONS, LLC 

13321 N. Outer Forty Rd. 

Town & Country, MO 63017 

(314) 231-2573 

(mailing address) 

October 23, 2015 

Mr. James Williams, Manager 

Flight Standards Service 

Unmanned Aircraft Systems Integration Office 

Federal Aviation Administration 

800 Independence Ave., S.W. 

Washington, DC 20591 

U.S. Department of Transportation 

Docket Operation 

West Building Ground Floor, Room W12-140 

Washington, DC 20590 

516 Woodlyn Crossing 

Ballwin, MO 63021 

cineflyproductions.com 

steve(QJ.cinetl vproductions.com 

(operations) 

t-'"0 

0 

Re: Request for exemption from multiple regulatory provisions to allow use of 

small unmanned aerial systems ("sUAS") by clients of CineFiy Productions, 

LLC ("Cine Fly") for the safe evaluation of infrastructure and photographic 

productions for its clients 

Dear Mr. Williams: 

Request: 

CineFly respectfully requests an exemption from several provisions of Title 14 of the 

Code of Federal Regulations (C.F.R.) to permit the use of small unmanned aerial systems 

(sUAS) to assist in evaluation of infrastructure, create video productions, and other video and 

photo operations for our clients. This request promotes operational safety. An exemption would 

not eliminate the current in-person visual inspection required by federal regulations, as it would 

allow CineFly to evaluate infrastructure and conduct photographic operations with sUAS, 

resulting in a safer and efficient airspace network. Accordingly, the grant of an exemption is 

consistent with the Congressional intent of Section 333 of the Federal Aviation Administration 

(FAA) Modernization and Reform Act of 2012 (Modernization Act), 1 permitting safe systems in 

1 P.l. 112-95, 125 Stat 11, February 14, 2012. 
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Mr. James Williams 

October 23,2015 

Page 2 

the national airspace prior to the issuance of final regulations governing general use of these 

systems. 2 A summary of this request suitable for publication in the Federal Register is provided 

as Appendix A. 

Appendix B sets forth sUAS manufacturer's information, including design, performance, 

and fail-safe features, operating limitations, normal and emergency operations, and maintenance 

and inspection procedures. As sUAS are added, this appendix will be appropriately updated. 

Appendix C provides the CineFly Operations Manual for flights addressed in this 

Exemption Request. 

Background Information: 

CineFly Products, LLC, a Missouri limited liability company, was formed to conduct the 

business of structure and infrastructure inspections and video and photographic productions. 

CineFly's clients rely on CineFly for Safe Operations of sUAS. CineFly has developed Safe 

UA V Operation Procedures. Increasingly, CineFly has clients requesting operation of sUAS for 

infrastructure safety and maintenance inspections and commercial photo and video productions. 

CineFiy Operations: 

Utility Inspection 

Railroad Inspection 

Pipeline Inspection 

Construction Site Inspection 

Agriculture Inspection 

Photo and Video Industry 

Real Estate Marketing 

First Responder Search and Rescue Assistance 

As part of this, CineFly is requesting FAA Exemption for sUAS operations for safety, 

inspection, and video capture usage. 

Regulaton' Basis for Exemption Request: 

In addition to the waiver authority provided in Section 333 of the Modernization Act, the 

FAA may grant an exemption under 49 U.S.C. §44701(f), if it determines an exemption is in the 

public interest. The FAA imposes a separate requirement in its procedural regulations, providing 

the petitioner explains why granting an exemption would not adversely affect safety or how an 

exemption would provide at least an equivalent level of safety complying with underlying FAA 

2 Section 333(b)(2) specifically allows the FAA to issue a certificate of waiver upon a finding a type of UAS, as a 

result of its size, weight, speed, operational capacity, proximity to airports and populated areas, and operations 

within visual line of sight do not create a hazard to users of the national airspace or the public or pose a threat to 

national security. 
Mr. James Williams 

October 23, 2015 

Page 3 

regulation. Approval of this requested exemption advances the public interest by enhancing the 

safety and efficiency of infrastructure operations and by providing the FAA user experience with 

sUAS in a context with economic and societal benefits. As discussed below, this requested 

exemption would permit the operation of sUAS under controlled conditions, with assurance 

operations will not adversely impact safety. CineFJy anticipates its use of sUAS will enhance 

safety in infrastructure and photographic operations. Granting an exemption is in the public 

interest. The safety and efficiency of infrastructure operations is dependent upon regular 

inspection of assets, right-of-way, structures and other facilities. Many factors influence 

conditions and issues for infrastructure. Not only small objects or minor failures, but also 

extreme events, such as, weather and terrorism can lead to accidents or other incidents causing 

downtime of such infrastructure operations or use. 

Adhering to federal and state regulations and company policy, our clients' maintenance 

employees routinely inspect the infrastructure, such as bridges, tunnels, support structures, and 

electric generation sites and delivery systems. This inspection work is currently done by 

company personnel in motor vehicles, on foot, or in high altitude, fixed wing aircraft or 

helicopters. This is labor intensive and expensive. There is risk involved when employees are 

required to climb tall structures, especially when climbing over or onto structures, which can be 

slippery, rough, and/or exposed to the elements. Some structures, such as bridges, towers, and 

electrical generation facilities are high above the ground. While the use of sUAS for 

supplemental infrastructure evaluation would not eliminate these risks entirely, it would reduce 

the risks to employees by allowing remote aerial review. 

With structures widely dispersed - in many instances located far from population centers 

-visual inspection by company personnel can be inefficient. Aerial analysis by traditional fix 

wing aircraft is impractical because the required altitudes for safe flight reduce visibility below 

meaningful levels - it is simply not possible to see all asset anomalies from such altitudes. 

Helicopters present better vantage points; however, manned helicopters are much more costly, 

subject to human safety and carry highly explosive jet fuel making them impractical for . 

deployment, in addition to altitude limitations. By using sUAS for asset evaluation, CineFly can 

substantially upgrade the ability to detect and address issues with assets before they become a 

problem for safe operations. Thus, the use of sUAS has the potential to improve efficiency, 

resulting in faster and safer delivery of goods, energy and natural resources vital to the U.S. 

economy. 

Granting Exemption will not Adversely Affect Safety. 

Standards: 

There is no applicable sUAS standard for an equivalency determination. One standard is 

that for model aircraft, noting sUAS operations, if conducted for recreational purposes, would 

fall completely within the allowable operations for model aircraft. CineFly believes it is 

compare model aircraft operations controlled by the Academy of Model Aeronautics and the 

sUAS used by CineFly. Another standard is that for traditional, manned civil aircraft; however, 

the design and use profiles between traditional aircraft and sUAS are too different. Accordingly, 
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Mr. James Williams 

October 23,2015 

Page4 

CineFly maintains it is more appropriate to focus on why CineFly's contemplated operations 

would not adversely impact safety, required by Section 11.8l(e). 

Safety and Other Aircraft: 

Granting an exemption will not adversely affect safety. CineFly contemplates conducting 

sUAS operations over client owned or controlled land, only during daylight hours, at altitudes 

below four hundred (400) feet above ground level (AGL), and outside airport airspace. CineFly's 

anticipated, restricted and controlled flights will not pose a risk to other aircraft. In general, 

sUAS operations are intended to be conducted in areas distant from both congested areas and 

airports. Moreover, because of the inherent risks presented by standard infrastructure operations, 

CineFly already has taken steps to secure property preventing unauthorized public access. For 

example, stretches of pipeline and electric utility wires are fenced, elevated, or otherwise secured 

to prevent access. The nature of operations anticipated by CineFly requires the sUAS be flown 

at low altitudes and slow speeds. CineFly plans, in most instances, its sUAS will be flown less 

than fifty (50) feet from the highest structure along the path of the sUAS. CineFly also plans to 

conduct sUAS operations at least five (5) miles from any public airports (including heliports). In 

the event an operation needs to be conducted closer to an airport, CineFly will inform the airport 

operator and airport air traffic control tower of the contemplated operation and will comply with 

any directions issued by air traffic control (ATC) at that airport. Consequently, the risk of 

interference with another aircraft is minimal. 

Safety o[sUAS: 

Approval of exemptions for commercial operation of a sUAS in the infrastructure aerial 

inspection industry will enhance safety by reducing risks to inspection and personnel, to 

traditional civil aircraft inspection, and the pubiic. Conventional operations, using jet or piston 

power aircraft, operate at extremely low altitudes just feet from the subject being inspected and 

in proximity to people and structures; and present the risks associated with craft weighing 

approximately 4,000 pounds, carrying flammable fuel. Such aircraft must fly to and from the 

inspection site. In contrast, a sUAS weighing less than 55 pounds, and powered by batteries; 

virtually eliminates the risk associated with the mass and combustible fuel carried. The sUAS is 

carried to the inspection site, and carries no passengers or crew and, therefore, will not expose 

flight crews to the risks associated with manned aircraft flights. 

The operation of a small UAS, weighing less than 55 pounds, conducted in the strict 

conditions outlined above, provides an equivalent levei of safety to support a certificate of 

waiver requested herein, including Section 333 Aircraft Exemption Status exempting CineFly 

from conventional aircraft requirements and permitting commercial operations. CineFly's sUAS 

operate at slow speeds, close to the ground, with trained operators visually observing the flight, 

and in a controlled environment. CineFly's proposed operations and sUAS are far safer than 

conventional operations conducted with aircraft operating in close proximity to the ground and 

people. 
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Mr. James Williams 

October 23,2015 

Page 5 

Safety o(Public on Ground: 

The safety of the public on the ground is protected by operations that will not allow 

people into the photographic area without the permission of the property owner or CineFly. 

Security will be established for the flight area as part of the pre-flight control. Each individual 

within the secured flight area will be briefed prior to flight and will consent to being in the area. 

All other people will be excluded from the area. 

Safety with sUAS: 

CineFly initially intends to use a dedicated staff for sUAS operations. All operations will 

be within visual line-of-sight (i.e., no more than approximately 0.5 miles from the manipulator of 

the controls or pilot in command (PIC). Each PIC will conduct at least three take-offs and 

landings with the sUAS on which he or she is trained every 90 days. PIC's will establish their 

qualifications through a combination of aeronautical knowledge, sUAS airmanship skills, and 

verification through testing of flight ability before infrastructure operations have commenced. 

Depending on the type of operation, additional ground-based visual observers may be employed 

as well. These observers will be within constant visual line of sight and in constant contact with 

the PIC. The visual observers will assist the PIC in avoiding objects near the sUAS. 

Safetv with Pilot Training and Experience: 

There are no standards for either Private or Commercial sUAS pilot certificates. The safe 

operation and control of the sUAS as described in this application does not depend on the type of 

FAA license held by the pilot in command (PIC). Given the restricted and controlled airspace 

within which operations will take place, the key factors needed by the PIC are knowledge of the 

airspace within which the operation will take place and how that airspace fits into the National 

Airspace System (NAS). This knowledge can be and is gained primarily through ground school 

and not through flight trainir.g in fixed wing or rotor aircraft, nor is it dependent on the 

acquisition of a commercial or private pilot's certificate. Those certificates demonstrate 

knowledge of the factors and skills needed for the safe operation of those types of aircraft (fixed 

wing or rotorcraft). It cannot be assumed a commercial pilot, approved to operate a helicopter or 

fixed wing aircraft, has the skill or ability to safety operate a small unmanned aerial vehicle, 

operating at 400 feet AGL or lower, within strictly controlled pre-approved airspace. Besides 

knowledge of airspace regulations, dexterity in the control and operation of the sUAS acquired 

from actual operation of the aircraft is the most important factor in establishing an equivalent 

level of safety. 

The principals of CineFly have completed a nationally recognized sUAS ground school, 

both hold FAA A&P licenses, one holds an Inspector Authorization (IA) certificate, and one 

holds a private pilot single engine land license. 

If the PIC has acquired the necessary knowledge of airspace requirements, the relevant 

issues are (1) where the aircraft will be flown, (2) the size of the aircraft relative to what is beiHg 

used to accomplish the mission, and (3) what precautions will be taken to ensure the safety of 
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Mr. James Williams 

October 23, 2015 

Page 6 

those in the area of operation. We propose the PIC has obtained a sUAS certificate of course 

completion including ground school with over 20 hours of logged sUAS flights equivalent to 150 

cycles/flights and landings (as most flights are less than one-half hour in duration); the sUAS be 

operated within a secure environment; and that no one be allowed to enter the secured 

environment unless they are part of the operation, have been fully briefed of the risks prior to 

operation of the sUAS, and have consented to the risks associated with being in the operating 

area. Should there be a mishap, the sUAS being flown pose significantly less of a threat than the 

helicopters and fixed wing aircraft now being employed because they are a fraction of the size, 

carry no flammable fuel, do not carry crew or passengers, and pose an infinitesimal nsk to 

others. This is in stark contrast to conventional aircraft flown to the site, carry explosive fuel, 

carry passengers and crew, and operate in a much larger area. 

From a practical standpoint, there are relatively few licensed full-scale aircraft pilots who 

are also qualified to fly the type of sUAS utilized for image-capture operations. There are even 

fewer commercial pilots flying sUAS. It is unlikely for a company to engage a pilot with both 

qualifications, either the company would have to have a qualified sUAS pilot train and obtain a 

commercial certificate, or engage a commercial certificated pilot who would learn to fly a sUAS 

to the competency level required for professional use. 

Minimum requirements for the PIC include: 

1) Certificate of Completion ofFlySafe or equivalent for sUAS operation; 

2) A minimum of 150 flight cycles and at least 20 hours logged as a sUAS pilot with a 

similar sUAS type (single blade, multirotor or fixed wing); 

3) A minimum of 5 hours as a sUAS pilot with the make and model of sUAS to be 

utilized for operations under the exemption and 3 take-offs and landings in the 

preceding 90 days; 

4) Have undergone a qualification process as specified in the Flight Operations & 

Procedures Manual consisting of a knowledge and skill test of the aircraft to be used. 

Safety With sUAS Equipment: 

CineFly intends to use commercially av::tilable sUAS components for sUAS. These 

sUAS systems will be tested for quality and safety in our test facility before being deployed to 

the field. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and 

operates exclusively within a secured area. We have a routine maintenance schedule to verify 

that the sUAS will remain in safe and operational condition. Please see Appendix B for Specific 

Types of sUAS. 
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Mr. James Williams 

October 23, 2015 

Page 7 

Regulatory Authorization for Granting Waiver: 

14 CFR Part 21. Subpart H 

In accordance with the statutory criteria provided in Section 333 of PL 112-95 in reference to 49 

USC 44 704, and in consideration of the size, weight, speed, and limited operating area associated 

with the aircraft and its operation, CineFly requests this aircraft exemption meets the conditions 

of Section 333. Therefore, if granted Section 333 relief of 14 CRF Part 21, and any associated 

noise certification and testing requirements of Part 36, is not necessary. 

14 CFR §§45.23(b). Marking of the Aircraft 

The small size of the sUAS prevents two-inch lettering. sUAS will be identified by serial 

number, registered in accordance with 14 CFR Part 47, and have identification (N-Nurnber) 

markings in accordance with 14 CFR Part 45, Subpart C. Markings will be as large as possible. 

14 CFR §91.7(a) Civil Aircraft Airworthiness 

CineFly's request is based on no airworthiness certificate will be issued for the sUAS. 

CineFly's sUAS will not require an airworthiness certificate in accordance with 14 CFR Part 21, 

Subpart H. Because an airworthiness certificate will not be issued, exemption from Section 

91.7(a) is not necessary. 

14 CFR §91.9(b)(2) Civil aircraft flight manual. marking and placard 

Regulations for displaying an aircraft's airworthiness, certification, and registration 

documents so they would be easily available to inspectors and passengers, are not controlling, 

based on the FAA Memorandum subject "Interpretation regarding whether certain required 

documents may be kept at an unmanned aircraft's control station," dated August 8, 2014, the 

requested relief from 14 CFR §§91.9(b)(2) and 91.203(a) and (b). 

Section 91.109 Flight instruction: simulated instrument and certain flight tests 

Small UASs, by their design, do not have fully funCtional dual controls. Flight control is 

accomplished through the use of a control box that communicates with the aircraft via radio 

communications. CineFly's sUAS allow the sUAS Instructor to place the aircraft into "loiter" 

mode (fixed altitude stationary hold) or operate with dual controls. In the event an sUAS student 

loses control, the sUAS Instructor can quickly and via alternate equipment (equipment not in the 

hands of the student) place the aircraft into a mode allowing the Instructor to bring the sUAS 

back into control and back to the predetermined and/or safe landing location. 

CineFly does not describe training scenarios in which a dual set of controls would be 

utilized or required, i.e., dual flight instruction, provided by a flight instructor or other companydesignated individual, requiring an individual to have fully functioning dual controls. Rather, 

CineFly evaluates the qualification of its PICs based on their experience with the sUAS to be 
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Mr. James Williams 

October 23,2015 

Page 8 

operated and verifies through testing, in lieu of formalized training. Thus, CineFly does not seek 

relief from 14 CFR §91.1 09. 

Section 14 CFR 91.119b) 

Relief from § 14_ CFR 91.119(b ), operation over congested areas, is not applicable, 

because the CineFly operations will only be conducted within secured areas described herein. 

CineFlv Safetv Operations and Procedures Overview: 

Technology Considerations: 

CineFly utilizes best-in-class, tried and proven technologies with software from highly 

reputable industry vendors, will include features: 

(I) Should Command and Control failure occur, vehicle returns automatically to the point 

of launch. If the sUAS loses communications, the sUAS return to a predetermined 

location within the security perimeter and land. 

(2) Auto descent (landing) if battery were to drop lower than nominal level. 

(3) Flights will be terminated at 25 percent (25%) battery power reserve. 

(4) Live video feed for operator gives real-time positioning feedback. 

(5) Capability to abort a flight ifunpredicted obstacles or emergencies. 

(6) On-Screen-Display (OSD) contains operating information, vertical and surface speed, 

altitude, heading and voltage, to ascertain sUAS operations at all times. 

(7) Altitude information will be provided to the sUAS pilot by digitally encoded 

telemetric data feed, which downlinks from the aircraft to a ground-based on-screen 

display. This altitude information will be generated by equipment installed on board 

the aircraft, using global positioning satelitted (GPS) triangulation, or digitally 

encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to 

each flight, a zero altitude initiation point will be established and confirmed for 

accuracy by the pilot. 

(8) Mission specific GPS pre-programming (flight plan) including altitude, speed, 

observation points and return to home. 

_Jvfechanical/Physical: 

(I) CineFly will fly line-of-sight (LOS) only. The sUAS will always remain in direct 

LOS to the pilot, thus eliminating the concern of signal severance (flying behind 

objects/walls). 

(2) The sUAS will weigh less than 55 pounds and travel at less than 50 knots. 

(3) Batteries will exceed the capacity required for actual flight time. 

(4) Flights will be operated at an altitude of no more than 400 feet AGL. 

(5) Fireproof storage and charging of high capacity Lipo batteries on-site. 

(6) The sUAS operated under this exemption will be marked in accordance with 14 CFR 

Part 45 or as otherwise authorized by the FAA. 
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Mr. James Williams 

October 23, 2015 

Page 9 

Personnel: 

(1) Spotters ensure safe operation and act as a redundant set of eyes for operators. 

(2) Radio spectrum analysis for interference on the frequencies utilized for vehicle 

control/communication. 

(3) Briefings will be conducted for the planned sUAS operations prior to each day's 

activities. It will be mandatory all personnel performing duties within the boundaries 

of the safety perimeter be present for briefings. 

(4) Operators will obtain the consent of all persons involved in the sUAS operations to 

ensure only consenting persons will be allowed within 1 00 feet of the flight 

operations. 

(5) Observer and pilot will at all times be able to communicate by voice. 

(6) Written and/or oral permission from the relevant property holders will be obtained. 

(7) Pilot and observer will be trained in the operation of sUAS and have received up-todate information on the particular sUAS to be operated. 

Operations: 

A. Flights: 

(1) The unmanned aircraft (sUAS) must weigh less than 55 pounds, including energy 

source(s) and equipment. Operations authorized by this request for exemption are 

limited to the following aircraft described in Appendix B. Proposed operations of any 

other aircraft will require a new petition or a petition amendment to this request. 

(2) The sUAS may not be flown at a ground speed exceeding 50 knots. 

(3) Flights must be operated at an altitude of no more than 400 feet AGL, as indicated by 

the procedures specified in the operator's manual. 

(4) The sUAS must be operated within visual line of sight of the PIC at all times. This 

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

corrective lenses, as specified on a PIC's FAA-issued medical certificate or driver's 

license. 

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

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

PIC must be able to communicate verbally at all times. 

(6) The sUAS may not be operated directly over any person, except authorized and 

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

surface in the event of a sUAS failure or emergency. 
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Mr. James Williams 

October 23, 2015 

Page 10 

(7) If the sUAS loses communications or loses its GPS signal, the sUAS must return to a 

predetermined location within the security perimeter and land or be recovered in 

accordance with the operator's manual. 

(8) The sUAS must abort a flight in the event of unpredicted obstacles, weather, or 

emergencies. in accordance with the operator's manual. 

(9) If operating within five (5) miles of an airport or controlled airspace, at least three (3) 

days before the scheduled sUAS flight, the operator of the sUAS affected by this 

exemption must submit a written Plan of Activities to the local airport or control tower 

with jurisdiction over the area of proposed flight. The 3-day notification may be 

waived with the concurrence of the airport or control tower. The plan of activities must 

include at least the following: 

a. Dates and times for all flights; 

b. Name and phone number of the operator for the sUAS flight operations 

conducted under this petition of exemption; 

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

ofthe sUAS; 

d. Make, model and serial or N-nurnber of sUAS to be used; 

e. Name of sUAS PICs involved in the flight event; 

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

and/or local officials to conduct the flight event and the list of those who gave 

permission must be made available to an FAA inspector upon request; 

g. Signature of exemption-holder or representative; and 

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

city, town, county, and/or state over which the flight(s) will be conducted and 

the altitudes essential to accomplish the operation. 

(1 0) The sUAS must remain clear and yield the right of way to all other manned 

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

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

(11) The sUAS may not be operated less than 500 feet below and less than 2,000 feet 

horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 

(12) Each sUAS operation must be completed with 25% battery power remaining. 

(13) The sUAS operations may be conducted during night with appropriate 

permission, notice and aircraft lighting. All operations must be conducted under visual 

meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are 

not authorized. 
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October 23, 2015 

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(14) Before conducting operations, the radio frequency spectrum used for operation 

and control of the sUAS must comply with the Federal Communications Commission 

(FCC) or other appropriate govemme~t oversight agency requirements. 

(15) The sUAS may not operate in Class B, C, or D airspace without written approval 

from the FAA. The sUAS may not operate within 5 statute miles of the geographic 

center of a non-towered airport as denoted on a current FAA-published aeronautical 

chart unless a letter of agreement with that airport's management is obtained, and the 

operation is conducted in accordance with any notice to airmen (NOT AM) as required 

by the operator's letter of agreement. The letter of agreement with the airport 

management must be made available to the Administrator upon request. 

(16) Any incident, accident, or flight operation that transgresses the lateral or vertical 

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

to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions contained 

on the NTSB website; www.ntsb.!!ov. Further flight operations may not be conducted 

until the incident, accident, or transgression is reviewed by AFS-80 and authorization to 

resume operations is provided. 

B. Operator/PIC: 

(17) Prior to each flight, the PIC must inspect the sUAS to ensure it is in a condition 

for safe flight. If the inspection reveals a condition concerning safe operation of the 

sUAS, the sUAS is prohibited from operating until the necessary maintenance has been 

performed and the sUAS is found to be in a condition for safe flight. The Ground 

Control Station, if utilized, must be included in the preflight inspection. All 

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

(18) The operator must follow the manufacturer's sUAS aircraft/component, 

maintenance, overhaul, replacement, inspection, and life limit requirements. When 

unavailable, aircraft maintenance/component/overhaul, replacement, and 

inspection/maintenance requirements must be established and identified in the 

operator's manual. At a minimum, requirements for the following must be included in 

the operator's manual: 

a. Actuators/Servos; 

b. Transmission (single rotor); 

c. Powerplant (motors); 

d. Propellers; 

e. Electronic speed controller; 

f. Batteries; 

g. Mechanical dynamic components (single rotor); 

h. Remote command and control; 

i. Ground control station (if used); and 

j. Any other components as determined by the operator. 
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Mr. James Williams 

October 23, 2015 

Page 12 

(19) The PIC must have obtained a FlySafe certificate of completion and ground 

school or an equivalent course completion certificate . 

(20) Prior to operations conducted for the purpose of the flight inspections, the PIC 

must have accumulated and logged, in a manner consistent with 14 CFR §61.51 (b), a 

minimum of: 

a. sUAS certificate of FlySafe or equivalent ground school completion; 

b. A minimum of 150 flight cycles and 20 hours of total time as a sUAS 

rotorcraft pilot and at least 20 hours logged as a sUAS pilot with a similar 

sUAS type (single blade, multirotor or fixed wing); 

c. A minimum of 5 hours as a sUAS pilot with the make and model of sUAS to 

be utilized for operations under the exemption and 3 take-offs and landings in 

the preceding 90 days; 

d. Have undergone a qualification process as specified in the Flight Operations 

& Procedures Manual consisting of a knowledge and skill test of the aircraft 

to be used. 

Prior documented flight experience obtained in compliance with applicable 

regulations may satisfy this requirement. Training, proficiency, and experiencebuilding flights can also be conducted under this petition of exemption to accomplish 

the required flight cycles and flight time. During training, proficiency, and experiencebuilding flights, all persons not essential for flight operations are considered 

nonparticipants and the PIC must operate the sUAS with appropriate distance from 

nonparticipants in accordance with 14 CFR §91.119. 

(21) Regarding distance from nonparticipating persons, the operator must ensure that 

no persons are allowed within 500 feet of the area except those consenting to be 

involved and necessary for the infrastructure inspection or video production operations, 

unless appropriate safety precautions are implanted. 

(22) Prior to operations conducted for the purpose of a flight, the PIC must have 

accumulated and logged, in a manner consistent with 14 CFR §61.51 (b), a minimum of 

five hours as sUAS pilot operating the make and model of sUAS to be utilized for 

operations under the exemption and three take-offs and three landings in the preceding 

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

fights can be conducted under this petition of exemption to accomplish the required 

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

take-off and landing currency flights all persons not essential for flight operations are 

considered nonparticipants, and the PIC must operate the sUAS with appropriate 

distance from nonparticipants in accordance with 14 CFR §91.119. 

(23) Prior to any flight operations authorized by this petition of exemption, the PIC 

and VO must have successfully completed a qualification process, as outlined in the 

operator's manual. As this is a requirement stipulated by the operator, the test must be 
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Mr. James Williams 

October 23, 2015 

Page 13 

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

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

and made available to the Administrator upon request. 

(24) Prior to operations conducted for the purpose of a flight, a flight demonstration 

administered by an operator-approved and qualified pilot must be successfully 

completed and documented. This documentation must be available for review upon 

request by the Administrator. Because the knowledge and airmanship test 

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

practical test standards that support a jurisdictional FAA FSDO evaluation and approval 

of company designated examiners, the petitioner will conduct these tests in accordance 

with the operator's manual. 

C. Manual. 

(25) The operator's manual included as Appendix C and this petition of exemption will 

be maintained and available to the Administrator upon request. If a discrepancy exists 

between the conditions and limitations in this petition for exemption and the procedures 

outlined in the operator's m~ual, the conditions and limitations herein and granted by 

the exception take precedence and will be adhered to. The operator may update or 

revise the operator's manual. It is the operator's responsibility to track revisions and 

present updated and revised documents to the Administrator upon request. The 

operator must also present updated and revised documents if it petitions for extension 

or amendment. If the operator determines any update or revision to the operator's 

manual would affect the basis for which the FAA grants this petition for exemption, the 

operator must petition for amendment to their exemption. The FAA's UAS Integration 

Office (AFS-80) may be contacted in questions arise regarding updates or revisions to 

the operator's manual. 

(26) The operator must develop procedures to document and maintain a record of the 

sUAS maintenance, preventative maintenance, alterations, status of 

replacement/overhaul component parts, and the total time in service of the sUAS. 

These procedures must be added to the operator's manual. 

(27) Each sUAS operated under this exemption must comply with all manufacturer 

Safety Bulletins. 

(28) The operator must develop sUAS technician qualification criteria. These criteria 

must be added to the operator's manual. 

(29) The preflight inspection section in the operator's manual must be amended to 

include the following requirement: The preflight inspection must account for all 
! 

Mr. James Williams 

October 23,2015 

Page 14 

discrepancies, i.e., inoperable components, items, or equipment, not covered in the 

relevant preflight inspection sections of the operator's manual. 

(30) The documents required under 14 CFR §§91.9 and 91.203 must be available to 

the PIC at the Ground Control Station of the sUAS any time the sUAS is operating. 

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

official upon request. 

(31) All sUAS operated in accordance with this exemption must be identified by serial 

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

as large as practicable. 

(32) Regarding the distance from participating persons, the operator's manual has 

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

must be essential to the operations. 

(33) Any sUAS that has undergone maintenance or alternations to operation or flight 

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

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

the functional test flight must make an entry in the sUAS records of the flight. The 

requirements and procedures for a functional test flight and aircraft record entry must 

be added to· the operator's manual. 

Support for Petition for Exemption 

In accordance with the procedural requirements of 14 CFR § 11.81, CineFly provides the 

following information: 

Contact Information: 

Steven Schulte 

Manager 

CineFly Productions, LLC 

516 Woodlyn Crossing 

Ballwin, MO 63021 

(314) 231-2573 

Steve(a~cineflvproductions.com 

CineFlyProductions.com 

With a copy to: 

Steven H. Akre 

Attorney at Law 

13321 N. Outer Forty Rd. 

Chesterfield, MO 63017 

(314) 231-2573 

sakre@sakre.com 

Regulatory Provisions from which CineFiv seeks an Exemption 

CineFly believes it may need an exemption from the following provisions to conduct the 

contemplated operations. In some instances, relief is needed because relief from another 

provision results in non-compliance with the regulation. 
.... 

-, 

Mr. James Williams 

October 23,2015 

Page 15 

333 Aircraft Exemption Status 

14 CFR §61.113(a) and (b) 

14 CFR §91.119(c) 

14 CFR §91.121 

14 CFR §91.151 

14 CFR §91.405(a) 

14 CFR §9L407(a) 

14 CFR §91.409(a)(l) and (2) 

14 CFR §91.417(a) and (b) 

CineFly believes an exemption is only needed from the above-listed regulatory 

provisions. To the extent the FAA believes additional relief is required for CineFly to conduct 

the operations described here, we request an exemption from any such regulatory provisions as 

well.3 

The Extent of Requested Relief and the Reasons Relief is Needed 

Section 333 Aircraft Exemption Status: 

Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the 

requirement for an airworthiness certificate based on a consideration of the size, weight, speed, 

operational capability of the particular sUAS, as well as its proximity to airports and populated 

areas. An analysis of these criteria demonstrates the sUAS operated without an airworthiness 

certificate in the areas and under the conditions contemplated by CineFly will be safer than a 

conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate 

without the conditions proposed in this request. 

The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and 

operates exclusively within a secured area. Flight operations under this exemption will be tightly 

controlled and monitored by the operator and observer. Operations will be conducted in 

compliance with the FAA and with local public safety requirements to provide security for the 

area of operation as is now done with conventional equipment, infrastructure, bridge and outbuilding evaluation. CineFly's safety enhancements provide an expanded degree of safety to the 

inspectors over conventional operations. Lastly, application of these same criteria demonstrates 

that there is no credible threat to national security posed by the sUAS, due to its size, speed of 

operation, location of operation, lack of explosive materials and inability to carry a substantial 

external load. 

Given the size and limited operating area associated with the sUAS to be utilized by the 

Applicant, this meets the requirements of an equivalent level of safety under Part 11 and Section 

3 For example, 14 CFR §91 A 17(a) imposes certain maintenance record keeping requirements "as applicable." Since none of the 

underlying requirements (e.g., inspection intervals) can be met and will require an exemption, CineFly believes a separate 

exemption should not be required for §91 A 17(a). 
~ 

:: 

--

Mr. James Williams 

October 23, 2015 

Page 16 

333 ofthe Reform Act The Federal Aviation Act (49 U.S.C. §44701(f)) and Section 333 of the 

Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness 

certificate, upon consideration of the size, weight, speed, operational capability, and proximity to 

airports and populated areas of the particular sUAS. In all cases, an analysis of these criteria 

demonstrates the sUAS operated without an airworthiness certificate, in the restricted 

environment and under the conditions proposed will be at least as safe, or safer, than a 

conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate 

without the restrictions and conditions proposed. 

14 CFR §61.113(a) and (b) 

§61.113 Private pilot privileges and limitations: Pilot in command. 

CineFly anticipates using several specially trained staff to conduct the sUAS operations. 

These individuals will not hold commercial pilot licenses. The sUAS will not carry property for 

_ compensation or hire since they will be used solely to assist in flights in furtherance ofCineFly's 

client's primary business; however, the employees' operation of the sUAS will not be incidental 

to their employment with CineFly, and they will be compensated for such work. Without an 

exemption, a pilot would be required to hold a commercial pilot certificate under §61.133. 

However, the risk associated with the contemplated operations is less than the risk posed by a 

traditional aircraft. The sUAS will fly at altitudes well below the permissible limits for other 

civil aircraft, eliminating the risk to other aircraft, and within a geographical area under the sole 

control of CineFly customers. Accordingly, the risk would be limited to CineFly personnel, who 

will be appropriately safety briefed, outfitted in safety gear, and CineFly's customer's property 

on the ground. Requiring a commercial pilot certificate would provide no appreciable safety 

benefit and would needlessly impose additional cost on CineFly. Because the contemplated 

operations would not comply with §61.113(b )(1) and none of the other exceptions to paragraph 

(a) apply, relief is needed from both §61.113(a) and (b) requiring a private pilot certificate to 

operate the sUAS. 

14 CFR §91.119(c) 

§91.119 Minimum safe altitudes: General 

Except when necessary for takeoff or landing, no person may operate an aircraft below 

the following altitudes: 

**** 

(c) Over other than congested areas. An altitude of 500 feet above the surface, may not 

be operated closer than 500 feet to any person, vessel, vehicle, or structure. 

  

CineFly submits the only relief it requires from §91.119 is from the minimum altitudes 

listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations because 
. . .:;. 

..... 

Mr. James Williams 

October 23, 20 15· 

Page 17 

asset evaluation conducted at 500 feet or higher is insufficiently distinct to be meaningful. Since 

operations at this altitude also pose a heightened risk of collision with another aircraft, safety can 

only be assured through the grant of an exemption. The anticipated rotorcraft operations should 

be adequately addressed by paragraph (d)(l). Additionally, relief should not be needed from 

paragraph (a) because an emergency landing of the aircraft due to a power failure will not create 

an undue hazard to persons or property on the surface. As noted in the explanation, an 

exemption will not adversely affect safety, CineFly's customers have exclusive use of the land 

over which the sUAS will be operated, and public access is restricted. CineFly's customers 

control access to land and structures with the authority to assure no individuals unassociated with 

the planned operations are on the affected land. As such, the risk of injury is minimal. CineFly 

does not contemplate conducting operations over congested areas, so relief is not requested from 

paragraph (b). 

14 CFR §91.121 

14 CFR §91.121 Altimeter Settings 

This regulation requires each person operating an aircraft to maintain cruising altitude by 

reference to an altimeter that is set " ... to the elevation of the departure airport or an 

appropriate altimeter setting available before departure." 

** ** 

The sUAS may not have a barometric altimeter, but instead a GPS altitude readout, an 

exemption may be needed. An equivalent level of safety will be achieved by the operator, 

pursuant to the Manual and Safety Check List, confirming the altitude of the launch site shown 

on the GPS altitude indicator before flight. 

Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric 

data feed, which downlinks from the aircraft to a ground-based on-screen display. This altitude 

information will be generated by equipment installed on board the sUAS, using GPS 

triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination 

thereof. Prior to each flight, an altitude initiation point will be established and confirmed for 

accuracy by the pilot. 

14 CFR §91.151 

14 CFR §91.151 Fuel requirements for flight in VFR conditions. 

(a) No person may begin a flight in an airplane under VFR conditions unless (considering 

wind and forecast weather conditions) there is enough fuel to fly to the first point of 

intended landing and, assuming normal cruising speed- (1) During the day, to fly after 

that for at least 30 minutes. 

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering 

wind and forecast weather conditions) there is enough fuel to fly to the first point of 
""'-. 

Mr. James Williams 

October 23,2015 

Page 18 

intended landing and, assuming normal cruising speed, to fly after that for at least 20 

minutes. 

  

Operating the sUAS in a predefined area with less than 30 minutes of reserve fuel does 

not raise the risk contemplated by §91.151 of an aircraft fuel starvation in the event it has to be 

flown to an alternate airport or circle an airport in the event of unanticipated conditions. CineFly 

does not intend to use the sUAS for point-to-point flights and will not operate the sUAS beyond 

visual line of sight. The sUAS does not require an airport to land. CineFly will operate the 

sUAS using preplanned flight paths (taking into account weather conditions) designed to allow 

the sUAS to fly to the point of intended landing. As such, a time-based excess fuel reserve is not 

required. It is sufficient to require only as much additional excess flight capacity as necessary to 

safely land the sUAS. CineFly believes a 25% battery reserve is more than sufficient to meet 

this "fuel requirement" objective. 

14 CFR §91.405(a), §91.407(a)(l), 14 CFR §91.409(a)(1)&(2) and 14 FR §91.417(a)&(b) 

§91.405 Maintenance required. 

Each owner or operator of an aircraft -

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall 

between required inspections, except as provided in paragraph (c) of this section, have 

discrepancies repaired as prescribed in part 43 of this chapter; 

** ** 

§91.407 Operation after maintenance, preventive maintenance, rebuilding, or 

alteration. 

(a) No person may operate any aircraft that has undergone maintenance, rebuilding, or 

alteration unless -

(1) It has been approved for return to service by a person authorized under §43. 7 of this 

chapter; * * * * 

§91.409 Inspections. 

(a) Except as provided in paragraph (c) ofthis section, no person may operate an aircraft 

unless, within the preceding 12 calendar months, it has had -

(1) An annual inspection in accordance with part 43 ofthis chapter and has been 

approved for return to service by a person authorized by §43.7 of this chapter; or 

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 

21 of this chapter. 

**** 

§92.417(a) & (b) 

**** 
: 

~ 

Mr. James Williams 

October 23, 2015 

Page 19 

CineFly asserts an exemption from the above three maintenance requirements is 

appropriate because the FAA has not developed maintenance standards for a sUAS operator to 

meet the part 91 maintenance requirements. In particular, there are no individuals authorized by 

the FAA to approve a sUAS for return to service under §91.407(a) or to conduct the initial 

airworthiness and annual return to service inspections required by §91.409(a). Applicant's chief 

operator both hold valid FAA Airframe and Powerplant Certificates, and will maintain the sUAS 

as instructed in the owner's manual and ASTM F2909, where applicable, and will not operate the 

sUAS until it has reasonably determined any necessary repairs have been made and determined 

the sUAS is safe for flight. However, because of the. technical impossibility of meeting the 

requirements of §§91 ,405(a), 407(a), 409(a) and 417(a) and (b), CineFly requests an exemption 

from these provisions. 

Please do not hesitate to hesitate to contact me at the phone number or via the email 

address provided above should you have any questions or concerns. 

Steven Scliulte, Manager 

CineFly Productions, LLC 
~ 

APPENDIX A 

Summary for Federal Register Publication. 

Pursuant to 14 CFR Part 11, the following summary is provided for publication in the Federal 

Register should the FAA determine publication is necessary. 

Petitioner: CineFly Productions, LLC ("CineFly") 

Sections of 14 CFR Affected: 

333 Aircraft Exemption Status 

14 CFR §61.113(a) and (b) 

14 CFR §91.119(c) 

14 CFR §91.121 

14 CFR §91.151 

14 CFR §91.405(a) 

14 CFR §91.407(a) 

14 CFR §91.409(a) 

14 CFR §91.417(a) & (b) 

Description of Relief Sought: 

Petitioner seeks relief under the provisions of 333 Aircraft Exemption Status, 14 CFR 

§61.113(a)&(b), §91.119(c), §91.121, §91.151, §91.405(a), §91.407(a), §91409(a), and 

§91.417(a)&(b) to conduct sUAS operations over CineFiy's customer owned or controlled 

facilities or land, to assist in the safe evaluation and analysis of infrastructure and cinema/video 

photography operations. In general, sUAS operations are intended to be conducted in areas 

remote from both congested areas and airports. The nature of operations anticipated by CineFiy 

requires the sUAS be flown at relatively low altitudes. CineFiy expects in most instances, the 

sUAS will be flown less than 50 feet from the highest structure along the path of the sUAS and 

in no instances will be flovm higher than 400 feet above the ground. Accordingly, the risk of 

interference with other aircraft is minimal. 
"'-._ 

APPENDIX A 

Summary for Federal Register Publication. 

Pursuant to 14 CFR Part 11, the following summary is provided for publication in the Federal 

Register should the FAA determine publication is necessary. 

Petitioner: CineFly Productions, LLC ("CineFly") 

Sections of 14 CFR Affected: 

333 Aircraft Exemption Status 

14 CFR §61.113(a) and (b) 

14 CFR §91.119( c) 

14 CFR §91.121 

14 CFR §91.151 

14 CFR §91.405(a) 

14 CFR §91.407(a) 

14 CFR §91.409(a) 

14 CFR §91.417(a) & (b) 

Description of Relief Sought: 

Petitioner seeks relief under the provisions of 333 Aircraft Exemption Status, 14 CFR 

§61.113(a)&(b), §91.119(c), §91.121, §91.151, §91.405(a), §91.407(a), §91409(a), and 

§91.417(a)&(b) to conduct sUAS operations over CineF1y's customer owned or controlled 

facilities or land, to assist in the safe evaluation and analysis of infrastructure and cinema/video 

photography operations. In general, sUAS operations are intended to be conducted in areas 

remote from both congested areas and airports. The nature of operations anticipated by CineFly 

requires the sUAS be flown at relatively low altitudes. CineFly expects in most instances, the 

sUAS will be flown less than 50 feet from the highest structure along the path of the sUAS and 

in no instances will be flown higher than 400 feet above the ground. Accordingly, the risk of 

interference with other aircraft is minimal. 
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Assurance that the sUAS is in airworthy condition is the responsibility of CineFiy 

Productions LLC. The Pilot in command is responsible for determining that the sUAS is 

safe for flight. The pilot in command is also responsible for remaining within the 

operating limitations outlined by this "sUAS Flight Operations Manual." 

This sUAS Flight Operations Manual is not designed as a substitute for adequate 

and competent flight instruction, knowledge of the current airworthiness directives, 

applicable federal air regulations, or advisory circulars. It is not intended to be a guide 

for basic flight instruction or a training manual. 

Applicability 

This manual is applicable to sUAS aircraft owned and operated by CineFiy Productions 

LLC. 

Revisions 

The information compiled in the sUAS Flight Operations Manual will be kept 

current by revisions. 

Revision material will consist of information necessary to update the text of the 

present manual and/or to add information to cover added sUAS equipment. 

1) Revisions 

Revisions will be inserted whenever necessary as complete page replacements or 

additions and shall be inserted into the manual in accordance with the instructions given 

below: 

1. Revision pages will replace only pages with the same page number. 

2. Insert all additional pages in proper numerical order within each section. 

3. Page numbers followed by a small letter shall be inserted in direct sequence with the 

same common numbered page. 

2) Identification of Revised Material 

Revised text and illustrations shall be indicated by a black vertical line along the left 

hand margin of the page, opposite revised, added or deleted material. A line opposite 

the page number or section title and printing date, will indicate that the text or illustration 

was unchanged but material was relocated to a different page or that an entire page 

was added. 

Black lines will indicate only current revisions with changes and additions to or deletions 

of existing text and illustrations. Changes in capitalization, spelling, punctuation or the 

physical location of material on a page will not be identified by symbols. 

3) Original Pages Issued 

2 
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....... 

Table of Contents 

General Specification 

Description- sUAS and Systems 

sUAS Flight manual 

Limitations 

Emergency Procedures 

Operation ~nstructions 

Handling and Servicing 

Definitions 

5 
! 

General Specifications 

DJI Spreading Wings 51000 

Frame 

Diagonal Wheelbase: 1 045mm 

Frame Arm Length: 386mm 

Frame Arm Weight: (Including Motor, ESC, and Propeller) 325g 

Center Frame Diameter: 337.5mm 

Center Frame Weight: (With Landing Gear Mounting Base, Servos) 1330g 

Landing Gear Size 

460mm (Length) x511 mm (Width) x305mm (Height}, (Top width: 155 mm) 

Motor (each) 

Stator Size: 41 x14mm 

KV: 400rpmN 

Max Power: 500W 

Weight: (With Cooling Fan) 158g 

ESC (each) 

Working Current: 40A 

Working Voltage: 6S LiPo 

Signal Frequency: 30Hz- 450Hz 

Drive PWM Frequency: 8KHz 

Weight: (With Radiators) 35g 

Foldable Propeller (each 1552/1552R) 

Material: High strength performance engineered plastics 

Size: 15x5.2inch 

Weight: 13g 

Flight Parameters (A2 Flight Controller) 

Takeoff Weight: 6.0Kg-11.0Kg 

Hovering Accuracy: (In GPS Mode) Vertical:± 0.5m, Horizontal:± 1.5m 

Maximum Wind Resistance:< 8m/s (17.9mph/28.8km/h) 

Max Yaw Angular Velocity: 150 deg/s 

Max Tilt Angle 35° 

Ascent/Descent: ±6m/s 

Gain Value Settings for A2 Flight Controller: 

Basic: Roll 120, Pitch 120, Yaw 120 

Attitude: Roll 170, Pitch 170, Vertical 120 

Power 

Battery: LiPo (6S, 1 0000mAh-20000mAh, 15C (Min)) 

Max Power Consumption: 4000W 

Hover Power Consumption: 1500W (@9.5Kg Takeoff Weight) 

Hover Time: 15min (@15000mAh & 9.5Kg Takeoff Weight) 

6 
i 

~ 

' ........ """'. 

Working Environment Temperature 

-10 oc- +40 oc 

Aircraft Control Receiver 

Spektrum AR 12020 (12 channel) DSMX 

Telemetry 

IOSD Mark II: Real-Time Accurate Flight Data & Video Signal Superposition 

Spektrum TM1000: live battery voltage and altitude (AGL) data 

Zenmuse Z15-5D Camera Gimbal 

Three Working Modes: Orientation-locked control, Non orientation-locked control, FPV mode 

(Reset) 

Built-in independent IMU module 

Camera shutter control 

Supported Camera: CANON EOS 50 MARK Ill 

Current Supported Lens: CANON EF 24mm f/2.8 IS USM 

GCU Input Power 

4S-12S LiPo Battery 

Working Current: 

Static current: 200mA (@25V) 

Dynamic current: 400mA (@25V) 

Locked-rotor current: 4A (@25V) 

Operating Temperature 

-1 ooc- sooc 

Weight: 1.42Kg 

Load Weight (Reference Value) 

2664g(50 MARK Ill with SO Card & Battery & CANON EF 24mm f/2.8 IS USM Lens) 

Controlled Angle Accuracy: ±0.02° 

Maximum Controlled Rotation Speed: Pan axis: ±90°/S, Tilt axis: ±130°/s, Roll axis: ±30°/S 

Controlled Rotation Range: Pan axis control: ±360° continuous rotation, Tilt axis control: From 

goo to +15°, Roll axis control: ±25° 

Gimbal Control Receiver: Spektrum AR8000 (8CH) DSMX 

Video Transmitter 

lftrontech Stinger 500mW 5.8ghz transmitter 

7 
·~ " 

., 

DJI Spreading Wings 5800 EVO 

Frame 

Diagonal Wheelbase: 800mm 

Frame Arm Length: 350mm 

Frame Arm Weight: (Including Motor, ESC, and Propeller) 356g 

Center Frame Diameter: 240mm 

Center Frame Weight: 550g 

Landing Gear Size 

460mm (Ler.gth)x425mm(Width)x320mm(Height) 

(Top width: 155mm) 

Retractable Landing Gear Weight: (Including Battery Tray) 1 050g 

Flight Parameters 

Takeoff Weight: 6.0Kg-8.0Kg 

Power 

Battery: LiPo (6S, 10000mAh-15000mAh 15C (Min)) 

Max Power Consumption: 3000W 

Hover Power Consumption: 800W (@Takeoff Weight 6.7Kg) 

Hover Time: Max: 20 min (@15000mAh&6.7Kg Takeoff Weight) 

Motor (each) 

Stator Size: 41x14mm 

KV: 400rpmN 

Max Power: 500W 

Weight: (With Cooling Fan) 158g 

ESC 

Current: 40A OPTO 

Voltage: 6S LiPo 

Signal Frequency: 30Hz-450Hz 

Drive PWM Frequency: 8KHz 

Weight: (With Radiators) 35g 

Foldable Propeller (1552) 

Material: Engineering plastic 

Size: 15x5.2 inch 

Weight: 13g 

Working Environment Temperature 

-10 oc- +40 oc 

Aircraft Control Receiver 

Spektrum AR9020 (9 channel) DSMX 

Telemetry 

IOSD Mark II: Real-Time Accurate Flight Data & Video Signal Superposition 

Spektrum TM1 000: live battery voltage and altitude (AGL) data 

8 
'> 

Gain Value Settings for WooKong-M Flight Controller: 

Basic: Ro11130, Pitch 130, Yaw 150 

Attitude: Roll 150, Pitch 150, Vertical180 

Zenmuse Z15 Camera Gimbal (Sony NEX-7) 

Three Working Modes: Orientation-locked control, Non orientation-locked cont:-ol, FPV mode 

(Reset) 

Built-in independent IMU module 

Camera shutter control 

GCU Input Power 

4S-12S LiPo Battery 

Working Current: static current: 200mA (@25V), dynamic current: 400mA (@25V), locked-rotor 

current: 4A (@25V) 

Operating Temperature: -10°C- sooc 

Weight: 1.25Kg 

417g(@Sony NEX-7 with Lens and Battery) 

Controlled Angle Accuracy: ±0.05° 

Maximum Controlled Rotation Speed: Pan axis: ±130°/S, Tilt axis: ±130°/s, Roll axis: ±30°/S 

Controlled Rotation Range: Pan axis control: ±360° continuous rotation, Tilt axis control: ±360° 

continuous rotation, Roll axis control: ±40° (±360° mechanic continuous rotation) 

Supported Camera: SONY Nex-7 

Supported Lens: SONY: E 16mm f/2.8(SEL 16F28) 

Gimbal Control Receiver: Spektrum AR8000 (8CH) DSMX 

Video Transmitter 

lftrontech Stinger 500mW 5.8 GHz transmitter 

9 
":--

DJI Flamewheel F550 

Frame 

Diagonal Wheelbase: 550mm 

Frame Weight: 478g 

Flight Parameters 

Takeoff Weight: 1200g-2400g 

ESC 

Current: 30A OPTO 

Signal Frequency: 30Hz-450Hz 

Battery 

4S LiPo 

Motor (each) 

Stator size:22x12mm 

KV: 920rpmN 

Propeller 

8x4.5in 

Working Environment Temperature 

-10 oc- +40 oc 

Aircraft Control Receiver 

Spektrum AR9020 (9 channel) DSMX 

Telemetry 

IOSD mini: Real-Time Accurate Flight Data & Video Signal Superposition 

Gain Value Settings for NAZA-M V2 Flight Controller: 

Basic: Roll 110, Pitch 100, Yaw 80 

Attitude: Roll 1 00, Pitch 100, 

Max Angular Rate: Pitch 300, Roll 300 

Zenmuse H3-3D Camera Gimbal 

Built-in IMU module 

Gimbal Input Power: 3S-6S LiPo (12V-26V) 

Gimbal Operating Current: Static current: 400mA (@12V), Dynamic current: 600mA (@12V), 

Operating Temperature: -10°C- sooc 

Gimbal Weight: 168g (camera excluded) (GoPro3 and GoPro3+ supported) 

Controlled Angle Accuracy: TiiVRoll: ±0.02°, Yaw: ±0.03° 

10 
Maximum Controlled Rotation Speed: Tilt axis: ±130°/S 

Controlled Rotation Range: Tilt axis control: -130- +45° 

Video Transmitter 

lmmersionRC 600mW 5.8ghz transmitter. 

11 
DJI Flamewheel F450 

Frame 

Diagonal Wheelbase: 450mm 

Frame Weight: 282g · 

Flight Parameters 

Takeoff Weight: 1200g-2400g 

ESC 

Current: 20A OPTO 

Signal Frequency: 30Hz-450Hz 

Battery 

6S LiPo 

Motor (each) 

Stator Size: 35X8mm 

KV: 415rpmN 

Weight: 90g 

Propeller 

12X4.2 inch 

Working Environment Temperature 

-10 oc- +40 oc 

Aircraft Control Receiver 

Spektrum AR9020 (9 channel) DSMX 

Telemetry 

IOSD mini: Real-Time Accurate Flight Data & Video Signal Superposition 

Gain Value Settings for NAZA-M V2 Flight Controller: 

Basic: Ro1195, Pitch 95, Yaw 70 

Attitude: Roll100, Pitch 100, 

Max Angular Rate: Pitch·300, Roll 300 

Zenmuse H3-30 Camera Gimbal 

Built-in IMU module 

Gimbal Input Power: 3S-6S LiPo (12V-26V) 

Gimbal Operating Current: Static current: 400mA (@12V), Dynamic current: 600mA (@12V), 

Operating Temperature: -10°C- sooc 

Gimbal Weight: 168g (camera excluded) (GoPro3 and GoPro3+ supported) 

12 
.! 

Controlled Angle Accuracy: Tilt/Roll: ±0.02°, Yaw: ±0.03° 

Maximum Controlled Rotation Speed: Tilt axis: ±130°/S 

Controlled Rotation Range: Tilt axis control: -130- +45° 

Video Transmitter 

lmmersionRC 600mW 5.8ghz transmitter. 

~ 13 

"-

\'\ 
! 

sUAS Control Transmitter/ Gimbal Control Transmitter 

Spektrum DX18, Spektrum DX18 Gen2 

Advanced computer transmitter 

Channels: 18 

Modulation: DSMX, DSM2 

Band: 2.4GHz 

Frame Rate: 11/22 Ms 

Resolution: 2048 

Mode: Mode 2 

Transmitter (Tx) Battery Type: LiPo 

Range: Full 

Rate Positions: 3 POS 

Flight Modes: 5 

Proportional Inputs: 10 

Telemetry: Yes 

SO Card/Airware Capable: Yes 

14 
..:_ 

! 

Description - sUAS and Systems 

Multirotor sUAS 

OJI Spreading Wings 51000 

The S1000 multirotor sUAS is an octocopter consisting of eight folding arms, motors, ESCs, and 

folding propellers, retractable landing gear, 3-axis gyro stabilized camera gimbal (3-axis 

controllable), video downlink with OSD, and telemetry. The S1000 utilizes a DJI A2 flight 

controller combined with a Spektrum transmitter and receiver with telemetry for guidance. The 

camera gimbal is controlled by a second Spektrum transmitter and receiver. 

Airframe 

The airframe·of the S1000 is of carbon fiber and aluminum alloy construction. 

Motors, Propellers, and ESCs 

The S1000 is equipped with eight motors with folding propellers and ESCs. The Motors are 

mounted on the end of each of the eight arms of the S1000. The motor, propeller, and ESC 

assemblies are identified as M1-M8 with the forward right hand motor being M1 and the forward 

left hand motor being M2. The rest of the motors are identified in sequence in an anti-clockwise 

direction. When viewed from the top of the S1000 M1, M3, M5, and M7 all rotate in an antclockwise direction. Motors M2, M4, M6, and M8 all rotate in a clockwise direction. See picture 

"S 1000 Motors." The motors and have an internal cooling fan that cools the motor's internal 

windings and ESC mounted below. The propellers are folding high strength engineered plastic 

with a 15 inch diameter and 5.2 inch pitch. Pitch is forward (anti-clockwise rotation) or reverse 

(clockwise rotation) rotation. 

51000 Motors 

MB 

M7 

15 
Landing Gear 

The S1 000 is equipped with retractable landing gear. The landing gear is constructed of carbon 

fiber and aluminum alloy. The skid portion of the landing gear is protected from abrasion by 

rubber boots. The landing gear is actuated by one servo on each gear leg. Servo power is only 

required to move the gear position. The landing gear is retained in each position of down and 

locked or up and locked by over centering of the drag brace by spring and cable linkages. 

Movement of the landing gear is commanded by the A2 flight controller. 

Battery Power 

The S1 000 is powered by six cell (6s) lithium polymer (LiPo) batteries with a capacity ranging 

from 10 amp hours to 20 amp hours, commonly referred as 6s1 0000 or 6s20000. A fully 

charged LiPo cell is 4.15-4.20 volts. A fully charged flight battery for the S 1000 will have a 

voltage range from 24.9 to 25.20 volts. Lithium Battery voltage is monitored by the OSD, 

telemetry, and audible alarms. Audible alarms, Visual alarms, telemetry alarms, and OSD 

alarms will sound/display at 3.5 volts per cell or 21.0 volts. Operators must land as soon as 

possible when an alarm is triggered. 

A2 Flight Controller 

The DJI A2 Multi-Rotor stabilization controller is a complete flight system for various multi-rotor 

platforms for commercial and industrial aerial photography. The A2 IMU has inertial sensors for 

the measurement of aircraft attitude and an internal pressure sensor for the detection of aircraft 

altitude. The A2 utilizes a GPS-COMPASS PRO PLUS module that has a built-in GPS receiver 

and compass. The compass is used for geomagnetic field measurement. The A2 PMU provides 

a stable and clean 5 volt power source for the entire A2 system. The PMU is also a CAN bus 

hub. The LED-BT-l has integrated LED Indicator, Bluetooth transmitter and receiver, and USB 

port. The LED display is mainly used for flight control system status indication during flying (e.g. 

Control Mode). The LED display is also used for a visual alarm. Bluetooth is used for real-time 

communication with your mobile device (e.g. iPhone, iPad}, to view parameters, configuration or 

to make adjustments on a mobile device. The mobile device must have the DJI Assistant App. 

In addition, there is a Micro-USB port to make adjustments or to update the A2's firmware with a 

computer. The A2 receives control commands from a Spektrum AR12020 receiver that passes 

its signals into a DJI D-bus Adapter. The DJI D-bus adapter converts the signals received from 

the Spektrum AR12020 into a format that is an acceptable input into the A2. 

Zenmuse Z15-5D Camera Gimbal 

The Zenmuse Z15-5D camera gimbal is mounted to the S1000's landing gear system. The 

Z15-5D stabilizes and controls numerous functions of the Canon 50 MKII or Canon 50 MKIII. 

The Z15-5D has an integrated and independent IMU and a special servo drive module to control 

and stabilize the camera in orientation locked, non-orientation locked, and FPV (reset) modes. 

The gimbal has internal slip rings to prevent wire entanglement. A live video feed is received 

from the camera and then passed through the GCU for output to the iOSD. The Z15-5D 

receives its control inputs from a Spektrum AR8000 receiver. The Z15-5D is controllable in 

pitch, yaw, and roll axis. The Z15-5D is updatable with a micro USB cable. 

iOSD Mark II 

The DJI iOSD can transmit video and iOSD information in real time. The iOSD displays aircraft 

status information during the flight. It displays voltage, velocity, height, and distance from the 

home point, horizontal attitude, and GPS satellites in use. iOSD and video from the Z15-5D are 

superposed and then sent to the video transmitter making iOSD data clearly visible on the live 

video feed. The iOSD is updatable with a micro USB cable. 

16 
lftrontech Mondo Stinger 5.8ghz Video Transmitter 

Video feed is received from the iOSD into the The Mondo Stinger. The Video signal is then 

transmitted on one of seven available channels on the 5.8ghz band. The video feed is then 

received by FPV goggles, standalone video receivers, or FPV monitors with a built in receiver. 

17 
'-

DJI Spreading Wings 5800 EVO 

The S800 EVO multirotor sUAS is a hexacopter consisting of six folding arms, motors, ESCs, 

and folding propellers, retractable landing gear, 3-axis gyro stabilized cam.era gimbal (3-axis 

controllable), video downlink with OSD, and telemetry. The S800 EVO utilizes a WooKong flight 

controller combined with a Spektrum transmitter and receiver with telemetry for guidance. The 

camera gimbal is controlled by a second Spektrum transmitter and receiver. 

Airframe 

The airframe of the S800 EVO is of carbon fiber reinforced resin and aluminum alloy 

construction. 

Motors, Propellers, and ESCs 

The S800 EVO is equipped with six motors with folding propellers and ESCs. The Motors are 

mounted on the end of each of the six arms of the S800 EVO. The motor, propeller, and ESC 

assemblies are identified as M1-M6 with the forward right hand motor _being M1 and the forward 

left hand motor being M2. The rest of the motors are identified in sequence in an anti-clockwise 

direction. When viewed from the top of the S800 EVO M1, M3, and M5, all rotate in an antclockwise direction. Motors M2, M4, and M6 all rotate in a clockwise direction. See picture 

"S800 EVO Motors." The motors and have an internal cooling fan that cools the motor's internal 

windings and ESC mounted below. The propellers are folding high strength engineered plastic 

with a 15 inch diameter and 5.2 inch pitch. Pitch is forward (anti-clockwise rotation) or reverse 

(clockwise rotation) rotation. 

5800 EVO Motors 

MS 

18· 
Landing Gear 

The S800 .EVO is equipped with retractable landing gear. The landing gear is constructed of 

carbon fiber and aluminum alloy. The skid portion of the landing gear is protected from abrasion 

by rubber boots. The landing gear is actuated by one servo on each gear leg. Servo power is 

only required to move the gear position. The landing gear is retained in each position of down 

and locked or up and locked by over centering of the drag brace by spring and cable linkages. 

Movement of the landing gear is commanded by the Spektrum AR9020 receiver. 

Battery Power 

The S800 EVO is powered by six cell (6s) lithium polymer (LiPo) batteries with a capacity of 10 

amp hours, commonly referred as 6s10000. A fully charged LiPo cell is 4.15-4.20 volts. A fully 

charged flight battery for the S800 EVO will have a voltage range from 24.9 to 25.20 volts. 

Lithium Battery voltage is monitored by the OSD, telemetry, and audible alarms. Audible alarms, 

Visual alarms, telemetry alarms, and OSD alarms will sound/display at 3.5 volts per cell or 21.0 

volts. Operators must land as soon as possible when an alarm is triggered. 

Wookong-M Flight Controller 

The DJI Wookong-M flight controller is a complete flight system for various multi-rotor platforms 

for commercial and industrial aerial photography. The Wookong-M IMU has inertial sensors for 

the measurement of aircraft attitude and an internal pressure sensor for the detection of aircraft 

altitude. The Wookong-M utilizes a GPS module that has a built-in GPS receiver and compass. 

The compass is used for geomagnetic field measurement. The Wookong-M PMU provides a 

stable and clean 5 volt power source for the entire Wookong-M system. The PMU is also a 

CAN bus hub. The LED-BT-l has integrated LED Indicator, Bluetooth transmitter and receiver, 

and USB port. The LED display is mainly used for flight control system status indication during 

flying (e.g. Control Mode). The LED display is also used for a visual alarm. Bluetooth is used for 

real-time communication with your mobile device (e.g. iPhone, iPad), to view parameters, 

configuration or to make adjustments on a mobile device. The mobile device must have the DJI 

WM Assistant App. In addition, there is a Micro-USB port to make adjustments or to update the 

Wookong-M's firmware with a computer. The Wookong-M receives control commands from a 

Spektrum AR9020 receiver 

Zenmuse Z15 Camera Gimbal 

The Zenmuse Z15 camera gimbal is mounted to the SBOO EVO's landing gear system. The Z15 

stabilizes and controls numerous functions of the Sony NEX7. The Z15 has an integrated and 

independent IMU and a special servo drive module to control and stabilize the camera in 

orientation locked, non-orientation locked, and FPV (reset) modes. The gimbal has internal slip 

rings to prevent wire entanglement. A live video feed is received from the camera and then 

passed through the GCU for output to the iOSD. The Z15 receives its control inputs from a 

Spektrum ARBOOO receiver. The Z15 is controllable in pitch, yaw, and roll axis. The Z15 is 

updatable with a micro USB cable. 

iOSD Mark II 

The DJI iOSD can transmit video and iOSD information in real time. The iOSD displays aircraft 

status information during the flight. It displays voltage, velocity, height, and distance from the 

home point, horizontal attitude, and GPS satellites in use. iOSD and video from the Z15 are 

superposed and then sent to the video transmitter making iOSD data clearly visible on the live 

video feed. The iOSD is updatable with a micro USB cable. 

lftrontech Mondo Stinger 5.8ghz Video Transmitter 

19 
~ 

Video feed is received from the iOSD into the The Mondo Stinger. The Video signal is then 

transmitted on one of seven available channels on the 5.8ghz band. The video feed is then 

received by FPV goggles, standalone video receivers, or FPV monitors with a built in receiver. 

20 
~-

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DJI Flamewheei F550 

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._ ...... ,.~ 

The F550 multirotor sUAS is a hexacopter consisting of six fixed position arms, motors, ESCs, 

and propellers, fixed landing gear, 3-axis gyro stabilized camera gimbal (pitch controllable), 

video downlink with OSD, and telemetry. The F550 utilizes a NAZA-M V2 flight controller 

combined with a Spektrum transmitter and receiver with telemetry for guidance and camera 

gimbal control. 

Airframe 

The airframe of the F550 is of fiberglass reinforced resin and fiberglass reinforced board. 

Motors, Propellers, and ESCs 

The F550 is equipped with six motors with propellers and ESCs. The Motors are mounted on 

the end of each of the six arms of the F550. The motor, propeller, and ESC assemblies are 

identified as M1-M6 with the forward right hand motor being M1 and the forward left hand motor 

being M2. The rest of the motors are identified in sequence in an anti-clockwise direction. When 

viewed from the top of the F550 M1, M3, and M5, all rotate in an ant-clockwise direction. 

Motors M2, M4, and M6 all rotate in a clockwise direction. See picture "F550 Motors." The 

propellers are folding high strength engineered plastic with a 8 inch diameter and 4 inch pitch. 

Pitch is forward (anti-clockwise rotation) or reverse (clockwise rotation) rotation. 

FSSO Motors 

M6 

21 
Landing Gear 

The F550 has fixed landing gear attached to the F550 main frame base. The landing gear has 

two skids with foam rubber pads for abrasion protection. The landing gear also serves as a 

mount for the camera gimbal 

Battery Power 

The F550 is powered by four cell (4s) lithium polymer (LiPo) batteries with a capacity of 5 amp 

hours, commonly referred as 4s5000. A fully charged LiPo cell is 4.15-4.20 volts. A fully charged 

flight battery for the F550 will have a voltage range from 16.6 to 16.8 volts. Lithium Battery 

voltage is monitored by the OSD, visual and audible alarms. Audible alarms, Visual alarms, and 

OSD alarms will sound/display at 3.5 volts per cell or 14.0 volts. Operators must land as soon 

as possibie when an alarm is triggered. 

NAZA-M V2 Flight Controller 

The DJI NAZA-M V2 flight controller is a complete flight system for various multi-rotor platforms 

for commercial and industrial aerial photography. The NAZA-M V2 Main Controller has inertial 

sensors for the measurement of aircraft attitude and an internal pressure sensor for the 

detection of aircraft altitude. The NAZA-M V2 utilizes a GPS module that has a built-in GPS 

receiver and compass. The compass is used for geomagnetic field measurement. The NAZA-M 

V2 PMU provides a stable and clean 5 volt power source for the entire NAZA-M V2 system. 

The PMU is also a CAN bus hub. The BTU has integrated LED Indicator, Bluetooth transmitter 

and receiver, and USB port. The LED display is mainly used for flight control system status 

indication during flying (e.g. Control Mode). The LED display is also used for a visual alarm. 

Bluetooth is used for real-time communication with your mobile device (e.g. iPhone, iPad}, to 

view parameters, configuration or to make adjustments on a mobile device. The mobile device 

must have the DJI NAZAM Assistant App. In addition, there is a Micro-USB port to make 

adjustments or to update the NAZA-M V2's firmware with a computer. The NAZA-M V2 also 

commands the movement of a camera gimbal. The NAZA-M V2 receives control commands 

from a Spektrum AR9020 receiver. 

Zenmuse H3-3D Camera Gimbal 

The Zenmuse H3-3D camera gimbal is mounted to the F550's landing gear system. The H3-3D 

stabilizes and provides battery power to the GoPro Hero 3(+) camera. The H3-3D has an 

integrated and independent IMU and a special servo drive module to control and stabilize the 

camera in a forward facing orientation locked mode with some yaw dampening. The gimbal has 

internal slip rings to prevent wire entanglement. A live video feed is received from the camera 

and then passed through the GCU for output to the iOSD mini. The H3-3D receives its control 

inputs from a NAZA-M V2. The H3-3D is controllable in the pitch axis. The H3-3D is updatable 

with a micro USB cable. 

iOSD mini 

The DJI iOSD mini can transmit video and iOSD information in real time. The iOSD mrm 

displays aircraft status information during the flight. It displays voltage, velocity, height, and 

distance from the home point, horizontal attitude, and GPS satellites in use. iOSD and video 

from the H3-3D are superposed and then sent to the video transmitter making iOSD data clearly 

visible on the live video feed. The iOSD mini is updatable with a micro USB cable. 

lmmersionRC GOOmw·s.Sghz transmitter. 

Video feed is received from the iOSD mini into the lmmersionRC 600mW 5.8ghz transmitter. 

The Video signal is then transmitted on one of seven available channels on the 5.8ghz band. 

22 
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DJI Flamewheel F450 

mir~if;~{t'!;J •. 

The F450 multirotor sUAS is a quadcopter consisting of four fixed position arms, motors, ESCs, 

and propellers, fixed landing gear, 3-axis gyro stabilized camera gimbal (pitch controllable}, 

video downlink with OSD, and telemetry. The F450 utilizes a NAZA-M V2 flight controller 

combined with a Spektrum transmitter and receiver with telemetry for guidance and camera 

gimbal control. 

Airframe 

The airframe of the F450 is of fiberglass reinforced resin and fiberglass reinforced board. 

Motors, Propellers, and ESCs 

The F450 is equipped with four motors with propellers and ESCs. The Motors are mounted on 

the end of each of the four arms of the F450. The motor, propeller, and ESC assemblies are 

identified as M1-M4 with the forward right hand motor being M1 and the forward left hand motor 

being M2. The rest of the motors are identified in sequence in an anti-clockwise direction. When 

viewed from the top of the F450 M1 and M3 rotate in an ant-clockwise direction, motors M2 and 

M4 rotate in a clockwise direction. See picture "F450 Motors." The propellers are folding high 

strength engineered plastic with a 12 inch diameter and 4.2 inch pitch. Pitch is forward (anticlockwise rotation) or reverse (clockwise rotation) rotation. 

F450 Motors 

M2 M1 

M3 M4 

Landing Gear 

The F450 has fixed landing gear attached to the F450 main frame base. The landing gear has 

four plastic legs which contact the ground. 

24 
Battery Power 

The F450 is powered by six cell (6s) lithium polymer (LiPo) batteries with a capacity of 5 amp 

hours to 8 amp hours, commonly referred as 6s5000 or 6s8000. A fully charged LiPo cell is 

4.15-4.20 volts. A fully charged flight battery for the F450 will have a voltage range from 24.9 to 

25.20 volts. Lithium Battery voltage is monitored by the OSD, telemetry, and audible alarms. 

Audible alarms, Visual alarms, telemetry alarms, and OSD alarms will sound/display at 3.5 volts 

per cell or 21.0 volts. Operators must land as soon as possible when an alarm is triggered. 

NAZA-M V2 Flight Controller 

The DJI NAZA-M V2 flight controller is a complete flight system for various multi-rotor platforms 

for commercial and industrial aerial photography. The NAZA-M V2 Main Controller has inertial 

sensors for the measurement of aircraft attitude and an internal pressure sensor for the 

detection of aircraft altitude. The NAZA-M V2 utilizes a GPS module that has a built-in GPS 

receiver and compass. The compass is used for geomagnetic field measurement. The NAZA-M 

V2 PMU provides a stable and clean 5 volt power source for the entire NAZA-M V2 system. 

The PMU is also a CAN bus hub. The BTU has integrated LED Indicator, Bluetooth transmitter 

and receiver, and USB port. The LED display is mainly used for flight control system status 

indication during flying (e.g. Control Mode). The LED display is also used for a visual alarm. 

Bluetooth is used for real-time communication with your mobile device (e.g. iPhone, iPad), to 

view parameters, configuration or to make adjustments on a mobile device. The mobile device 

must have the DJI NAZAM Assistant App. In addition, there is a Micro-USB port to make 

adjustments or to update the NAZA-M V2's firmware with a computer. The NAZA-M V2 also 

commands the movement of a camera gimbal. The NAZA-M V2 receives control commands 

from a Spektrum AR9020 receiver. 

Zenmuse H3-30 Camera Gimbal 

The Zenmuse H3-30 camera gimbal is mounted to the F550's landing gear system. The H3-3D 

stabilizes and provides battery power to the GoPro Hero 3(+) camera. The H3-3D has an 

integrated and independent IMU and a special servo drive module to control and stabilize the 

camera in a forward facing orientation locked mode with some yaw dampening. The gimbal has 

internal slip rings to prevent wire entanglement. A live video feed is received from the camera 

and then passed through the GCU for output to the iOSD mini. The H3-3D receives its control 

inputs from a NAZA-M V2. The H3-3D is controllable in the pitch axis. The H3-3D is updatable 

with a micro USB cable. 

iOSD mini 

The DJI iOSD mini can transmit video and iOSD information in real time. The iOSD m1n1 

displays aircraft status information during the flight. It displays voltage, velocity, height, and 

distance from the home point, horizontal attitude, and GPS satellites in use. iOSD and video 

from the H3-30 are superposed and then sent to the video transmitter making iOSD data clearly 

visible on the live video feed. The iOSD mini is updatable with a micro USB cable. 

lmmersionRC GOOmW 5.8ghz transmitter. 

Video feed is received from the iOSD mini into the lmmersionRC 600mW 5.8ghz transmitter. 

The Video signal is then transmitted on one of seven available channels on the 5.8ghz band. 

The video feed is then received by FPV goggles, standalone video receivers, or FPV monitors 

with a built in receiver. 

25 
Spektrum DX18, Spektrum DX18 Gen2 

The Spektrum DX18 is an 18 channel 2.4ghz transmitter used to control various 

types/configurations and functions of sUAS. The DX 18 is paired to a Spektrum aircraft receiver 

in process called binding. This binding process uses ModeiMatch TM technology which allows 

only the model memory of the given sUAS to be used to control that model. Every DX18 DSMX 

transmitter has its own unique frequency shift pattern calculated using its GUID (Globally 

Unique Identifier). And each pattern uses just 23 channels in the 2.4GHz spectrum. By adding 

the agility of unique frequency shifts to the superior interference resistance of a wideband 

signal, and limiting those shifts to a smaller portion of the 2.4 band, DSMX transmitters provide 

on-channel interference protection that is simply second to none. The result is quicker 

reconnection times and superb response in the noisiest 2.4GHz environment 

Battery 

The DX18 has an internal 2-cell lithium polymer battery with a capacity of 2600 milliamp hours, 

commonly referred to as a 2s2600 LiPo. The transmitter has an onboard charge status 

indicator, displaying voltage of the battery on the top right hand corner of the· display. The 

transmitter should be charged anytime the voltage is 7.0 or lower. 

Programmable Audible Alerts 

Voice/audible alerts allow the operator to keep tabs on important functions without ever taking 

their eyes off what they are flying. They can be programmed to call out the selected flight mode 

and report telemetry information on demand. AudibleNoice alarms may be programmed to alert 

the operator without having to look at the transmitter's display to see what is happening. The 

transmitter will tell you. 

Wireless Trainer Link 

The wireless trainer link gives instructors the option to wirelessly "buddy box" with another 

DSM2®t/DSMX® transmitter. Once bound to another transmitter, ModeiMatchTM technology will 

allow the DX18 to re-link without having to go through the bind process again. This "buddy boxn 

system allows an instructor to give a student operator full control of the sUAS on their own 

transmitter, but allows the Instructor to take full control of the sUAS at any time. . . 

26 
: 

Telemetry 

The DX18's built-in telemetry receiver gives the operator real-time information on things like the 

sUAS' battery voltage, signal quality, motor temperature, airspeed, altitude and more. The DX18 

can recite this information on demand using the programmable voice alerts. The DX18 logs 

telemetry data to the transmitter's SO card for review after the flight. A Spektrum TM1 000 

telemetry module and telemetry sensors are required. 

Updates 

Registered DX18 transmitter owners receive alerts whenever a new AirWare (firmware) version 

is available. 

27 
_, 

sUAS Flight manual 

Limitations 

Motor, Propeller, and ESC 

The sUAS models are limited to the motors, propellers, ESCs listed in the general specifications 

sections of this Cine Fly Productions LLC "sUAS Flight Operations Manual. 

Battery Power 

The sUAS may only be flow with batteries with specifications listed in the general specifications 

sections of this Cine Fly Productions LLC 'sUAS Flight Operations Manual. 

Battery voltage must be between 4.15 to 4.20 volts per cell (LiPo) before take-off 

Battery alarms and telemetry must be functioning prior to take-off 

Spektrum DX18 battery voltage must be greater than 7.0 volts 

Weather 

The battery(s) for the sUAS and transmitter must be at or above 45 degrees Fahrenheit prior to 

takeoff. 

The sUAS may only be operated in the temperature ranges specified model's general 

specifications sections of this CineFiy Productions LLC "sUAS Flight Operations Manual. 

The sUAS may not be flow if wind velocities exceed 15 knots (17.2 miles per hour). 

The sUAS may not be flown during any precipitation like rain or snow. 

Maximum Weight 

The maximum take-off weight of the sUAS may not exceed 551bs or the maximum take-off 

weight specified in the general specifications sections of this CineFiy Productions LLC 'sUAS 

Flight Operations Manual. 

Maximum Velocity 

The maximum airspeed of the sUAS may not exceed 50 knots (25.7 meters per second or 57.5 

miles per hour) or the maximum airspeed specified in the general specifications sections of this 

CineFiy Productions LLC 'sUAS Flight Operations Manual. 

Maximum Altitude 

The sUAS may not be operated at an altitude at or above 400 feet AGL (above ground level) 

Center of Gravity (C.G.) 

The center of gravity of the sUAS was adjusted to be within limits at the time of assembly. The 

center of gravity does not need to be checked or calculated unless there is an equipment or 

payload change. The C. G. is the middle poinUcenter of the frame of each multirotor sUAS. 

28 
!. 

Emergency Procedures 

Introduction 

This section contains procedures that are recommended if an emergency condition should 

occur during ground operation or flight. These procedures are suggested as the best course of 

action for coping with the particular condition described, but are not a substitute for sound 

judgement and common sense. Operators should familiarize themselves with the procedures 

given in this section and be prepared to take appropriate action should an emergency arise. 

Motor power loss or propeller failure during take-off 

• If altitude is minimal 

Extend landing gear (if applicable) 

Descend immediately for landing. 

• If altitude is greater that 10ft and horizontal distance from the home point is 

greater than 10 feet 

Switch IOC to home lock mode 

Extend landing gear (if applicable) 

Guide aircraft back to the home point, descend and land 

Motor power loss or propeller failure in flight (altitude is greater that 10ft and horizontal 

distance from the home point is greater than 10 feet) 

Switch IOC to home lock mode 

Extend landing gear (if applicable) 

Guide aircraft back to the home point, descend and land 

Loss of sUAS orientation during flight 

• Tall obstacles are in return flight path 

Switch IOC to home lock mode 

Utilize stick relativity to guide sUAS to a clear return path to the home point 

If orientation is not regained 

Utilize the return to home function 

sUAS will automatically return to the home point, extend the landing gear (if applicable) 

and land. 

• No obstacles exist in the return to home flight path 

Utilize the return to home function 

sUAS will automatically return to the home point, extend the landing gear (if applicable) 

and land. 

Loss of Control Signal 

sUAS will automatically enter failsafe mode and return to the home point, extend the 

landing gear and land. 

Fire on ground 

Disconnect and remove battery(s) (if possible) 

Point fire extinguisher nozzle at the base of the flames and discharge. 

29 
:.. 

r 

Fire in Flight 

Descend rapidly 

Extend landing gear (if applicable) 

Land in an area away from people, structures or flammable objects (if possible) 

Point fire extinguisher nozzle at the base of the flames and discharge. 

Disconnect and remove battery(s) (if possible) 

Rapid Loss of Battery Voltage 

Extend landing gear (if applicable) 

Descend immediately for landing. 

30 
J 

Operating Instructions 

Preflight 

Check for TFRs and vicinity of airports 

Notify A TC or Airport manager (if required) 

· File NOTAM (if required) 

Designate Take-off and Landing zones including emergency landing zones. 

Formulate a Flight Plan 

Check all propellers and hubs for condition, and tightness 

Check security of motors 

Check security of landing gear 

Check landing gear cables and springs 

Check security of IMU and GPS/Compass 

Check all Receiver connections. 

Main controller to Spektrum receiver. 

Spektrum receiver to telemetry module (TM1 000) 

Main Controller to ESCs. 

Camera control (Spektrum) receiver to gimbal controller (if equipped) 

Check security of arms 

Check security of Camera Gimbal 

Check security of video downlink transmitter and antenna 

Check charge of batteries > 4.15 volts per cell 

Check security of batteries and battery tray. 

Check for installation security of flight battery voltage alarms. 

Check battery voltage of both Aircraft and Camera transmitters > 7.0 volts 

Check video downlink station battery voltage and for installation of battery alarm 

Adjust Preliminary camera settings 

Before Takeoff 

Turn on Aircraft transmitter and Camera Gimbal transmitter (If required) 

Verify transmitter voltage (both) 

Set transmitter switches to default positions. 

Power up video downlink station or goggles and verify battery voltage 

Power up camera 

Power up sUAS (do not touch the transmitters until boot-up is complete) 

Verify OSD (on screen display) information 

Battery voltage 

Desired Autopilot mode (GPS, A TTl, Manual. .. ) 

6+ satellites 

Camera Settings 

Home point recorded 

Verify transmitter timer is reset 

Clear Props 

Announce: Taking off 

Takeoff 

Initialize the motor start sequence 

Start Motor: Pushing throttle stick before takeoff will not start the motors. You have to 

execute any one of the following four Combination Stick Commands (CSC) to start the 

motors: 

31 
1 

Increase throttle position to above 50% 

Increase throttle as required for desired rate of climb 

Landing 

Announce: landing 

Extend landing gear (if applicable) 

Lower throttle to below 50% but above 10% 

Adjust throttle to control desired descent rate 

Before touchdown increase throttle to stabilize a hover inches above the ground 

Reduce throttle slowly to touchdown 

32 

~ 
DX18 Operation for Control of sUAS 

Basic DX18 Operation 

The power switch is located in the center of the transmitter. It is pushed up to tum the power on 

the DX18. 

The left gimbal controls throttle and yaw. Throttle is moved forward to increase and aft to 

decrease. The throttle function of the OX 18is the only gimbal function that is NOT returned to 

center by spring force·· If the left gimbal is moved to the left the sUAS will yaw to the sUAS' left, 

right to the sUAS' right. 

The right gimbal controls pitch and roll. When the right gimbal is moved forward the front of the 

sUAS dips down and the sUAS moves forward, aft the back dips down and the sUAS moves aft. 

If the right gimbal is moved to the left the sUAS will roll to the sUAS' left, right to the sUAS' right. 

33 
~ 

DX18 Switches 

"A" switch 

The "A" switch controls the landing gear function (if applicable). 

sUAS with the A2 flight controller will retract the gear when the "A" switch is in the up position 

and the sUAS is above 12 feet AGL. To override this safety feature cycle the "A" switch 5 times 

ending in the up position. 

sUAS with the WooKong-M flight controller have relative control of the landing gear with the "A" 

switch 

"A" Switch Landing Gear 

0 Down 

1 Up 

"8" Switch 

The "B" switch is used to control switchable LED lights on the S1000, F550, and F450 

"8" Switch Controllable Lights 

0 On 

34 
\· 

"'= 

1 Not used 

2 Off 

"C" Switch 

The "C" controls the flight mode of the flight controller. 

A2 

"C" Switch Autopilot mode 

0 GPS Mode 

1 Atti Mode 

2 Atti Mode 

Wookong-M 

"C" Switch Autopilot mode 

0 GPS Mode 

1 Atti Mode 

2 Manual Mode 

NAZA-M V2 

"C" Switch Autopilot . mode 

0 GPS Mode 

1 Atti Mode 

2 Return Home/Failsafe 

"D" Switch 

The "D" switch controls the Intelligent Orientation Control Functions (IOC). 

When IOC is disabled (off), forward direction is pointing the same direction as the nose of the 

sUAS and that direction changes along with the direction of the nose. 

In Course Lock mode (CL) the sUAS' forward direction is pointing to the nose direction when it 

is recorded. This is automatically recorded before takeoff. To manually record the forward 

direction cycle the "D" switch between 0 and 1, 3-5 times rapidly ending on position 1 . The 

forward remains fixed until you re-record the forward direction or exit from CL. 

In Home Lock mode (HL) the operator records a Home Point by cycling the "D" switch 

between 1 and 2, 3-5 times rapidly ending on position 2. (HP) (or uses the default home point). 

When the operator pushes the pitch stick to control the sUAS the sUAS moves farther away 

from the home point. When the Pitch stick is pulled aft the sUAS moves towards the home 

Point. The sUAS is operated by stick relativity in this mode. 

In Point of Interest mode (POl) The operator records a point of interest (POl) by hovering over 

the point of interest and then cycling the "D" switch between 1 and 2, 3-5 times rapidly ending 

on position 2. The aircraft can circle around the POl, and the nose always points to the POl. 

The IOC modes can be interchanged using the assistant software. Only two modes can be 

used on any flight 

35 
.. 

" 

The Default POl modes for CineFiy productions are listed below 

"D" Switch Intelligent Orientation Control 

0-Control OFF 

1-Control POl 

2-Control Home Lock 

"F" Switch 

The "F" switch controls the rates; low, medium, and high. The rates adjust the overall sensitivity 

of the gimbal inputs in relation to the output intensity. Low rates equals a lot of stick movement 

for a little sUAS movement (less sensitivity). The Aircraft must take off in high rates in order for 

the esc to initialize. 

"F" Switch Rates (Pitch, Yaw, & Roll} 

0 Low 

1 Medium 

2 High 

"H" Switch 

The "H" switch puts the sUAS into the Failsafe or Return to Home mode on sUAS models with 

the A2 or WooKong-M flight controllers. 

"H" Switch "Failsafe or Return Home" 

0 Off 

1 Failsafe/Return Home 

Left Slider 

The left slider is used to adjust camera pitch on sUAS' equipped with the NAZA-M V2 flight 

controller and H3-3D camera gimbal. 

36 
t 

DX18 Operation for Control of Zenmuse Camera Gimbals 

Basic DX18 Operation 

The power switch is located in the center of the transmitter. It is pushed up to tum the power on 

the DX18. 

The left gimbal controls record and yaw. Throttle is moved forward to start recording and aft to 

stop recording. The throttle function of the DX18is the only gimbal function that is NOT returned 

to center by spring force If the left gimbal is moved to the left the Zenmuse will roll the camera 

to the camera's left, right to the camera's right. 

The right gimbal controls pitch and yaw (pan). When the right gimbal is moved forward the 

Zenmuse tilts the lens of the camera up, aft the camera lens tilts down. If the right gimbal is 

moved to the left the Zenmuse will pan/yaw the camera the left, right to the right. 

37 
<!: 

DX18 Switches for Control of Zenmuse Camera Gimbals 

Switch "A" 

Switch "A" controls the 360 degree panoramic function of the Zenmuse Z15-5D. When the 

function is activated the camera gimbal will move taking 37 pictures (one every 1.5 seconds) 

over 100 seconds. The switch is toggled once to turn the function on and once again to turn the 

function off. 

Switch "A" on the Zenmuse Z15 is used to control the video feed. It turns the feed on or off. 

"A" Switch Video Feed 

0 I On 

1 I Off 

Switch "E" 

Switch "E" is the working mode switch. The working modes available for use are Orientation 

locked, FPV (reset}, and Non-Orientation Locked. 

In orientation locked mode the camera gimbal pans with the nose of the aircraft, but remains 

controllable. 

In FPV (reset) mode the camera gimbal remains either locked forward and level or straight 

down. 

In Non-Orientation locked mode the camera gimbal and aircraft orientation function 

independently. 

38 
! 

"E" Switch Working Mode 

0 Non-Orientation Locked 

1 FPV (Reset) 

2 Orientation Locked ----- ------ '--

"F" Switch 

The "F" switch controls the rates; low, medium, and high. The rates adjust the overall sensitivity 

of the gimbal inputs in relation to the output intensity. Low rates equal a lot of stick movement 

for a little camera gimbal movement (less sensitivity). 

"F" Switch Rates 

0 Low (Slow Movement) 

1 Medium 

2 High (Fast Movement) 

"H" Switch 

The "H" Switch only functions in FPV (Reset) mode. It commands the camera gimbal to position 

the camera forward and level or straight down. 

"H" Switch FPV Orientation 

0 Camera Straight Down 

1 Camera Forward Level 

"I" Switch 

The "I" switch controls the camera's shutter and focus. When the Operator pushes and holds 

the "I" switch the camera focuses and then takes a picture. 

"I" Switch Shutter 

Press and Hold Set Focus and Take Picture 

39 

J 

I 
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i' 

! 

Servicing and Handling 

This section contains information on preventative maintenance and minor repairs 

Cleaning 

The sUAS may be clean with a dry lint-free cloth and compressed air. 

Lubricating 

The sUAS' motor bearings should be lubricated every 25 hours of operation or yearly with the 

Scorpion Motor Bearing Lubrication kit 

The retractable landing gear pivot point should be lubricated every 25 hours or yearly with 

General purpose oil (LPS2) 

Battery Storage 

Long term LiPo battery storage should be in a sealed fireproof container at or below 70 degrees 

Fahrenheit, but not colder than 32 degrees Fahrenheit. 

LiPo Batteries should not be fully charged for more than 3 days. 

LiPo Batteries not in use for more than 3 days should be stored at a voltage of 3.80-3.85 volts 

per cell. 

Propellers 

Propellers and attachment components should be inspected before each flight. ld any damage 

is found the propeller should be replaced. 

Other 

Any item not listed in this manual is deferred to the manufacture's maintenance and inspection 

schedule. 

40 
'., 

., 

• 

" 

Definitions 

small unmanned aircraft system 

electronic speed controller 

optically isolated electronic device to reduce "electronic noise" 

revolutions per minute (RPM) per volt 

inertial measurement unit 

power management unit 

Gimbal Control Unit 

On Screen Display 

On Screen Display 

Bluetooth Unit 

sUAS 

ESC 

OPTO 

kV 

IMU 

PMU 

GCU 

iOSD 

OSD 

BTU 

esc Combination Sticks Commands 

41