' '5""- 'l' 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.comsteve(QJ.cinetl vproductions.com(operations) t-'"00 Re: Request for exemption from multiple regulatory provisions to allow useof small unmanned aerial systems ("sUAS") by clients of CineFiy Productions, LLC ("Cine Fly") forthe safe evaluation of infrastructure and photographic productions forits clients Dear Mr. Williams: Request: CineFly respectfully requests an exemption from several provisions of Title 14ofthe Code of Federal Regulations (C.F.R.) to permit the useof 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, asit would allow CineFly to evaluate infrastructure and conduct photographic operations with sUAS, resulting inasafer and efficient airspace network. Accordingly, the grant ofan exemption is consistent with the Congressional intent of Section 333ofthe Federal Aviation Administration (FAA) Modernization and Reform Actof 2012 (Modernization Act), 1 permitting safe systems in 1P.l. 112-95, 125 Stat 11, February 14, 2012.**~ ~~~---('**  >--."" Mr. James Williams October 23,2015 Page2

the national airspace prior tothe issuance of final regulations governing general useof these systems. 2A summary ofthis request suitable for publication inthe Federal Register is provided as Appendix A.Appendix Bsets 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 willbe appropriately updated. Appendix C provides the CineFly Operations Manual for flights addressed inthis 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 UAV 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 InspectionRailroad Inspection Pipeline InspectionConstruction 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 tothe waiver authority provided in Section 333ofthe Modernization Act, the FAA may grant an exemption under 49 U.S.C. §44701(f), ifit determines an exemption isinthe public interest. The FAA imposes a separate requirement inits 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, asa result ofits 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 ofthe national airspace orthe public or pose a threat to national security.Mr. James Williams October 23, 2015 Page3regulation. Approval ofthis requested exemption advances the public interest by enhancing the safety and efficiency of infrastructure operations andby providing the FAA user experience with sUAS ina 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 itsuseof sUAS will enhance safety in infrastructure and photographic operations. Granting an exemption isinthe 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 leadto accidents or other incidents causing downtime ofsuch infrastructure operations oruse. 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, orin high altitude, fixed wing aircraft or helicopters. Thisis labor intensive and expensive. There isrisk involved when employees are required to climb tall structures, especially when climbing over oronto structures, which canbe slippery, rough, and/or exposed tothe 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 risksto employees by allowing remote aerial review. With structures widely dispersed -in many instances located far from population centers -visual inspection by company personnel canbe inefficient. Aerial analysis by traditional fix wing aircraft is impractical because the required altitudes for safe flight reduce visibility below meaningful levels -itis simply not possible toseeall 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 useof sUAS has the potential to improve efficiency, resulting in faster and safer delivery of goods, energy and natural resources vital tothe U.S. economy. Granting Exemption will not Adversely Affect Safety. Standards: There isno applicable sUAS standard foran 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 itis compare model aircraft operations controlled bythe Academy of Model Aeronautics and the sUAS used by CineFly. Another standard isthat for traditional, manned civil aircraft; however, the design and use profiles between traditional aircraft and sUAS aretoo different. Accordingly,!:: "'"' Mr. James Williams October 23,2015

Page4 CineFly maintains itis 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 poseariskto other aircraft. In general, sUAS operations are intended tobe conducted in areas distant from both congested areas and airports. Moreover, because ofthe 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 atlow altitudes and slow speeds. CineFly plans, in most instances, its sUAS willbe flown less than fifty (50) feet from the highest structure along the path ofthe sUAS. CineFly also plans to conduct sUAS operations atleast five (5) miles from any public airports (including heliports). In the event an operation needs tobe conducted closer toan airport, CineFly will inform the airport operator and airport air traffic control tower ofthe contemplated operation and will comply with any directions issued byair traffic control (ATC) atthat airport. Consequently, the risk of interference with another aircraft is minimal. Safety o[sUAS: Approval of exemptions for commercial operation ofa sUAS inthe 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 jetor 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 flytoand 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 tothe inspection site, and carries no passengers or crew and, therefore, will not expose

flight crews tothe risks associated with manned aircraft flights. The operation ofa small UAS, weighing less than 55 pounds, conducted inthe 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 tothe ground, with trained operators visually observing the flight, andina controlled environment. CineFly's proposed operations and sUAS arefar safer than conventional operations conducted with aircraft operating in close proximity tothe ground and people.!'> Mr. James Williams October 23,2015 Page5Safety o(Public on Ground: The safety ofthe public onthe ground is protected by operations that will not allow people into the photographic area without the permission ofthe property owner or CineFly. Security willbe established forthe flight areaaspartofthe pre-flight control. Each individual

within the secured flight area willbe briefed prior to flight and will consent to being inthe area. All other people willbe excluded from the area. Safety with sUAS:CineFly initially intends tousea 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 heorsheis 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 onthe type of operation, additional ground-based visual observers may be employed as well. These observers willbe within constant visual lineof sight andin constant contact with the PIC. The visual observers will assist the PICin avoiding objects near the sUAS. Safetv with Pilot Training and Experience: There areno standards for either Private or Commercial sUAS pilot certificates. The safe operation and control ofthe sUAS as described inthis application does not depend onthe type of FAA license held bythe pilot in command (PIC). Given the restricted and controlled airspace within which operations will take place, the key factors needed bythe PIC are knowledge ofthe airspace within which the operation will take place and how that airspace fits into the National Airspace System (NAS). This knowledge canbeandis gained primarily through ground school and not through flight trainir.g in fixed wing or rotor aircraft, norisit dependent onthe acquisition ofa commercial or private pilot's certificate. Those certificates demonstrate knowledge ofthe factors and skills needed forthe 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 at400 feet AGL or lower, within strictly controlled pre-approved airspace. Besides knowledge of airspace regulations, dexterity inthe control and operation ofthe sUAS acquired from actual operation ofthe aircraft isthe 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 holdsa private pilot single engine land license. Ifthe PIC has acquired the necessary knowledge of airspace requirements, the relevant issues are(1) where the aircraft willbe flown, (2)the sizeofthe aircraft relative to whatis beiHg

used to accomplish the mission, and (3) what precautions willbe taken to ensure the safety of! Mr. James Williams October 23, 2015 Page6 those inthe 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 to150 cycles/flights and landings (as most flights are less than one-half hourin duration); the sUAS be operated within a secure environment; and that no one be allowed to enter the secured environment unless they are part ofthe operation, have been fully briefed ofthe risks prior to operation ofthe sUAS, and have consented tothe risks associated with being inthe operating area. Should there bea mishap, the sUAS being flown pose significantly lessofa threat than the helicopters and fixed wing aircraft now being employed because they area fraction ofthe size, carry no flammable fuel, donot carry crew or passengers, and pose an infinitesimal nskto others. Thisisin stark contrast to conventional aircraft flown tothe site, carry explosive fuel,

carry passengers and crew, and operate inamuch larger area. Froma practical standpoint, there are relatively few licensed full-scale aircraft pilots who are also qualified toflythe type of sUAS utilized for image-capture operations. There are even fewer commercial pilots flying sUAS. Itis unlikely fora company to engage apilot with both qualifications, either the company would have to havea qualified sUAS pilot train and obtain a commercial certificate, or engage a commercial certificated pilot who would learn toflya sUAS tothe competency level required for professional use. Minimum requirements forthe PIC include: 1) Certificate of Completion ofFlySafe or equivalent for sUAS operation; 2)A minimum of150 flight cycles andatleast 20 hours logged asa sUAS pilot witha similar sUAS type (single blade, multirotor or fixed wing); 3)A minimum of5 hours asa sUAS pilot with the make and model of sUAS tobe utilized for operations under the exemption and3 take-offs and landings inthe preceding 90 days; 4) Have undergone a qualification process as specified inthe Flight Operations & Procedures Manual consisting ofa knowledge and skill testofthe aircraft tobe used. Safety With sUAS Equipment: CineFly intends touse commercially av::tilable sUAS components for sUAS. These sUAS systems willbe tested for quality and safety inour test facility before being deployed to the field. The sUAS isless than 55lbs. fully loaded, carries neither apilot nor passenger, and operates exclusively within a secured area. We havea routine maintenance schedule to verify that the sUAS will remain insafe and operational condition. Please see Appendix Bfor Specific Types of sUAS..'-

--------- ------- Mr. James Williams October 23, 2015 Page7Regulatory Authorization for Granting Waiver: 14 CFR Part 21. Subpart H In accordance with the statutory criteria provided in Section 333ofPL 112-95 in reference to49 USC 44704, andin consideration ofthe size, weight, speed, and limited operating area associated with the aircraft andits operation, CineFly requests this aircraft exemption meets the conditions

of Section 333. Therefore, if granted Section 333 relief of14 CRF Part 21, and any associated noise certification and testing requirements ofPart 36,isnot necessary. 14 CFR §§45.23(b). Marking ofthe Aircraft The small sizeofthe sUAS prevents two-inch lettering. sUAS willbe 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 willbeas large as possible. 14 CFR §91.7(a) Civil Aircraft Airworthiness CineFly's request is based onno airworthiness certificate willbe issued forthe sUAS. CineFly's sUAS will not require an airworthiness certificate in accordance with 14 CFR Part 21, Subpart H. Because an airworthiness certificate will notbe issued, exemption from Section 91.7(a) isnot 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, arenot controlling, based onthe FAA Memorandum subject "Interpretation regarding whether certain required documents may be keptatan 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, donot have fully funCtional dual controls. Flight control is accomplished through the useofa 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. Inthe event an sUAS student loses control, the sUAS Instructor can quickly and via alternate equipment (equipment notinthe hands ofthe student) place the aircraft intoa mode allowing the Instructor to bring the sUAS

back into control and backtothe predetermined and/or safe landing location. CineFly does not describe training scenarios in which adual setof controls would be utilized or required, i.e., dual flight instruction, provided byaflight instructor or other companydesignated individual, requiring an individual to have fully functioning dual controls. Rather, CineFly evaluates the qualification ofits PICs based on their experience with the sUAS tobe!...i. Mr. James Williams October 23,2015 Page8operated and verifies through testing, inlieuof 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, isnot applicable, because the CineFly operations will onlybe 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 tothe point of launch. Ifthe sUAS loses communications, the sUAS return toa predetermined location within the security perimeter and land. (2) Auto descent (landing) if battery were todrop lower than nominal level. (3) Flights willbe terminated at25 percent (25%) battery power reserve. (4) Live video feed for operator gives real-time positioning feedback. (5) Capability to abortaflight ifunpredicted obstacles or emergencies. (6) On-Screen-Display (OSD) contains operating information, vertical and surface speed, altitude, heading and voltage, to ascertain sUAS operations atall times. (7) Altitude information will be provided tothe sUAS pilot by digitally encoded telemetric data feed, which downlinks from the aircraft toa ground-based on-screen display. This altitude information willbe generated by equipment installed on board the aircraft, using global positioning satelitted (GPS) triangulation, or digitally encoded barometric altimeter, or radio altimeter, orany combination thereof. Prior to each flight, azero altitude initiation point will be established and confirmed for accuracy bythe 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 tothe pilot, thus eliminating the concern of signal severance (flying behind objects/walls). (2) The sUAS will weigh less than 55 pounds and travel atless than 50 knots. (3) Batteries will exceed the capacity required for actual flight time. (4) Flights willbe operated atan altitude ofno more than 400 feet AGL. (5) Fireproof storage and charging ofhigh capacity Lipo batteries on-site. (6) The sUAS operated under this exemption willbe marked in accordance with 14 CFR Part45oras otherwise authorized bythe FAA.! "-...__ Mr. James Williams October 23, 2015 Page9Personnel: (1) Spotters ensure safe operation andactasa redundant setofeyes for operators. (2) Radio spectrum analysis for interference onthe frequencies utilized for vehicle control/communication. (3) Briefings will be conducted forthe planned sUAS operations prior to each day's activities. Itwillbe mandatory all personnel performing duties within the boundaries ofthe safety perimeter be present for briefings. (4) Operators will obtain the consent ofall persons involved inthe sUAS operations to ensure only consenting persons will be allowed within 100 feet ofthe flight operations. (5) Observer and pilot willatall times beableto communicate by voice. (6) Written and/or oral permission from the relevant property holders willbe obtained. (7) Pilot and observer willbe trained inthe operation of sUAS and have received up-todate information onthe particular sUAS tobe 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 tothe following aircraft described in Appendix B. Proposed operations ofany

other aircraft will require anew petition ora petition amendment tothis request. (2) The sUAS may notbe flown ata ground speed exceeding 50 knots. (3) Flights must be operated atan altitude ofno more than 400 feet AGL, as indicated by the procedures specified inthe operator's manual. (4) The sUAS must be operated within visual lineof sight ofthe PICatall times. This requires the PICtobe abletouse human vision unaided byany device other than corrective lenses, as specified ona PIC's FAA-issued medical certificate or driver's license. (5)All operations must utilize a visual observer (VO). The VO may be usedto satisfy the VLOS requirement aslongasthe PIC always maintains VLOS capability. The VO and PIC must beableto communicate verbally atall times. (6) The sUAS may notbe operated directly over any person, except authorized and consenting personnel, below an altitude thatis hazardous to persons or property onthe surface inthe event ofa sUAS failure or emergency.! Mr. James Williams October 23, 2015 Page 10(7)Ifthe sUAS loses communications or loses its GPS signal, the sUAS must return toa predetermined location within the security perimeter and land orbe recovered in accordance with the operator's manual. (8) The sUAS must abort a flight inthe event of unpredicted obstacles, weather, or emergencies. in accordance with the operator's manual. (9)If operating within five (5) miles ofan airport or controlled airspace, atleast three (3) days before the scheduled sUAS flight, the operator ofthe sUAS affected by this exemption must submit a written Plan of Activities tothe local airport or control tower with jurisdiction over the area of proposed flight. The 3-day notification may be waived with the concurrence ofthe airport or control tower. The plan of activities must include atleast the following: a. Dates and times forall flights; b. Name and phone number ofthe operator forthe sUAS flight operations conducted under this petition of exemption; c. Name and phone number ofthe person responsible forthe on-scene operation ofthe sUAS; d. Make, model and serial or N-nurnber of sUAS tobe used; e. Name of sUAS PICs involved inthe flight event; f.A statement the operator has obtained permission from property owners and/or local officials to conduct the flight event and thelistof those who gave permission must be made available toan FAA inspector upon request; g. Signature of exemption-holder or representative; and h.A description ofthe flight activity, including maps or diagrams ofany area, city, town, county, and/or state over which the flight(s) willbe conducted and

the altitudes essential to accomplish the operation. (10) The sUAS must remain clear and yield the right of waytoall other manned operations and activities atall times (including, but not limited to, ultralight vehicles, parachute activities, parasailing activities, hang gliders, etc.). (11) The sUAS may notbe operated less than 500 feet below and less than 2,000 feet horizontally fromacloud or when visibility isless than3 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.**~ ~**  Mr. James Williams October 23, 2015 Page 11(14) Before conducting operations, the radio frequency spectrum used for operation and control ofthe 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,orD airspace without written approval from the FAA. The sUAS may not operate within 5 statute miles ofthe geographic center ofa non-towered airport as denoted ona current FAA-published aeronautical

chart unless aletter 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 bythe operator's letter of agreement. The letter of agreement with the airport management must be made available tothe Administrator upon request. (16) Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries ofthe operational areaas defined bythe applicable COA must be reported tothe FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported tothe National Transportation Safety Board (NTSB) per instructions contained onthe NTSB website; www.ntsb.!!ov. Further flight operations may notbe 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 itisina condition for safe flight. Ifthe inspection reveals a condition concerning safe operation ofthe sUAS, the sUAS is prohibited from operating until the necessary maintenance has been performed and the sUAS is found tobeina condition for safe flight. The Ground Control Station, if utilized, must be included inthe preflight inspection. All maintenance and alterations must be properly documented inthe 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 inthe operator's manual. Ata minimum, requirements forthe 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 bythe operator.• ................. Mr. James Williams October 23, 2015 Page 12(19) The PIC must have obtained a FlySafe certificate of completion and ground school oran equivalent course completion certificate . (20) Prior to operations conducted forthe purpose ofthe flight inspections, the PIC must have accumulated and logged, ina manner consistent with 14 CFR §61.51 (b),a minimum of: a. sUAS certificate of FlySafe or equivalent ground school completion; b.A minimum of150 flight cycles and20 hours of total time asa sUAS rotorcraft pilot andat least 20 hours logged asa sUAS pilot witha similar sUAS type (single blade, multirotor or fixed wing); c.A minimum of5 hours asa sUAS pilot with the make and model of sUAS to be utilized for operations under the exemption and3 take-offs and landings in the preceding 90 days; d. Have undergone a qualification process as specified inthe Flight Operations & Procedures Manual consisting ofa knowledge and skill testofthe aircraft tobe used. Prior documented flight experience obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency, and experiencebuilding flights can alsobe 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 ofthe area except those consenting tobe involved and necessary forthe infrastructure inspection or video production operations, unless appropriate safety precautions are implanted. (22) Prior to operations conducted forthe purpose ofa flight, the PIC must have accumulated and logged, ina manner consistent with 14 CFR §61.51 (b),a minimum of five hours as sUAS pilot operating the make and model of sUAS tobe utilized for operations under the exemption and three take-offs and three landings inthe preceding 90 days. Training, proficiency, experience-building, and take-off and landing currency fights canbe conducted under this petition of exemption to accomplish the required flight time and90day 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 toany flight operations authorized bythis petition of exemption, the PIC and VO must have successfully completed a qualification process, as outlined inthe operator's manual. Asthisisa requirement stipulated bythe operator, thetest must be-t Mr. James Williams October 23, 2015 Page 13 developed and implemented bya qualified person designated atthe sole discretion of the operator. A record of completion ofthis qualification process must be documented and made available tothe Administrator upon request. (24) Prior to operations conducted forthe purpose ofa flight, aflight demonstration administered byan 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 bythe operator, and there areno established practical test standards that support a jurisdictional FAA FSDO evaluation and approval of company designated examiners, the petitioner will conduct these testsin accordance with the operator's manual. C. Manual. (25) The operator's manual included as Appendix Cand this petition of exemption will be maintained and available tothe Administrator upon request. Ifa discrepancy exists between the conditions and limitations inthis petition for exemption andthe procedures outlined inthe 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. Itisthe operator's responsibility to track revisions and present updated and revised documents tothe Administrator upon request. The operator must also present updated and revised documents ifit petitions for extension or amendment. Ifthe operator determines any update or revision tothe 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 ofthe sUAS maintenance, preventative maintenance, alterations, status of replacement/overhaul component parts, and the total time in service ofthe sUAS. These procedures must be added tothe 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 tothe operator's manual. (29) The preflight inspection section inthe operator's manual must be amended to include the following requirement: The preflight inspection must account forall! Mr. James Williams October 23,2015 Page 14 discrepancies, i.e., inoperable components, items, or equipment, not covered inthe relevant preflight inspection sections ofthe operator's manual. (30) The documents required under 14 CFR §§91.9 and 91.203 must be available to the PICatthe Ground Control Station ofthe sUAS any time the sUAS is operating. These documents must be made available tothe Administrator orany 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. Atall times, those persons

must be essential tothe operations. (33) Any sUAS that has undergone maintenance or alternations to operation or flight characteristics, e.g., replacement ofa 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 inthe sUAS records ofthe flight. The requirements and procedures fora 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 of14 CFR § 11.81, CineFly provides the following information:Contact Information: Steven SchulteManager CineFly Productions, LLC 516 Woodlyn Crossing Ballwin, MO 63021 (314) 231-2573**Steve(a~cineflvproductions.com** CineFlyProductions.com Withacopy to: Steven H. Akre Attorney atLaw 13321 N. Outer Forty Rd. Chesterfield, MO 63017 (314) 231-2573 sakre@sakre.com Regulatory Provisions from which CineFiv seeks an Exemption CineFly believes itmay 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 15333 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. Tothe 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 333ofthe Modernization Act authorizes the FAA to exempt aircraft from the requirement foran airworthiness certificate based ona consideration ofthe size, weight, speed,

operational capability ofthe particular sUAS, aswellasits proximity to airports and populated areas. An analysis of these criteria demonstrates the sUAS operated without an airworthiness certificate inthe areas and under the conditions contemplated by CineFly willbe safer thana conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the conditions proposed inthis request. The sUAS isless than 55lbs. fully loaded, carries neither apilot nor passenger, and operates exclusively within a secured area. Flight operations under this exemption will be tightly controlled and monitored bythe operator and observer. Operations will be conducted in compliance with the FAA and with local public safety requirements to provide security forthe area of operation asisnow done with conventional equipment, infrastructure, bridge and outbuilding evaluation. CineFly's safety enhancements provide an expanded degree of safety tothe inspectors over conventional operations. Lastly, application of these same criteria demonstrates that there isno credible threat to national security posed bythe sUAS, duetoits size, speed of operation, location of operation, lack of explosive materials and inability to carrya substantial external load.Given the size and limited operating area associated with the sUAS tobe utilized bythe Applicant, this meets the requirements ofan equivalent level of safety under Part11and Section 3For example, 14 CFR §91A17(a) imposes certain maintenance record keeping requirements "as applicable." Since none ofthe underlying requirements (e.g., inspection intervals) canbemet and will require an exemption, CineFly believes a separate exemption should notbe required for§91A 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 333ofthe Reform Act both authorize the FAA to exempt aircraft from the requirement foran airworthiness certificate, upon consideration ofthe size, weight, speed, operational capability, and proximity to airports and populated areas ofthe particular sUAS. Inall cases, an analysis of these criteria demonstrates the sUAS operated without an airworthiness certificate, inthe restricted environment and under the conditions proposed will beat least as safe, or safer, thana 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 staffto conduct the sUAS operations. These individuals will not hold commercial pilot licenses. The sUAS will not carry property for _ compensation orhire since they willbe used solely to assist in flights in furtherance ofCineFly's client's primary business; however, the employees' operation ofthe sUAS will notbe incidental to their employment with CineFly, and they willbe compensated for such work. Without an exemption, apilot would be required to holda commercial pilot certificate under §61.133.

However, the risk associated with the contemplated operations isless than the risk posed bya traditional aircraft. The sUAS will flyat altitudes well below the permissible limits for other civil aircraft, eliminating the riskto other aircraft, and within a geographical area under the sole control of CineFly customers. Accordingly, the risk would be limited to CineFly personnel, who willbe appropriately safety briefed, outfitted in safety gear, and CineFly's customer's property

onthe 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 ofthe 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 of500 feet above the surface, may not be operated closer than 500 feettoany 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 23,2015· Page 17 asset evaluation conducted at500 feetor higher is insufficiently distinct tobe meaningful. Since operations atthis altitude also posea heightened riskof collision with another aircraft, safety can only be assured through the grant ofan exemption. The anticipated rotorcraft operations should be adequately addressed by paragraph (d)(l). Additionally, relief should notbe needed from paragraph (a) because an emergency landing ofthe aircraft duetoa power failure will not create an undue hazard to persons or property onthe surface. As noted inthe explanation, an exemption will not adversely affect safety, CineFly's customers have exclusive useofthe land over which the sUAS will be operated, and public access is restricted. CineFly's customers control access toland and structures with the authority to assure no individuals unassociated with the planned operations areonthe affected land. As such, the riskof injury is minimal. CineFly does not contemplate conducting operations over congested areas, so relief isnot requested from paragraph (b). 14 CFR §91.12114 CFR §91.121 Altimeter Settings This regulation requires each person operating an aircraft to maintain cruising altitude by reference toan altimeter thatisset"...tothe elevation ofthe departure airport oran appropriate altimeter setting available before departure."  The sUAS may not havea barometric altimeter, but instead aGPS altitude readout, an

exemption may be needed. An equivalent level of safety willbe achieved bythe operator,

pursuant tothe Manual and Safety Check List, confirming the altitude ofthe launch site shown onthe GPS altitude indicator before flight. Altitude information willbe provided tothe sUAS pilot viaa digitally encoded telemetric data feed, which downlinks from the aircraft toa 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, orany combination thereof. Prior to each flight, an altitude initiation point willbe established and confirmed for accuracy bythe pilot. 14 CFR §91.15114 CFR §91.151 Fuel requirements for flight in VFR conditions. (a)No person may begin aflight inan airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fueltoflytothe first point of intended landing and, assuming normal cruising speed- (1) During the day,tofly after thatforatleast 30 minutes.

(b)No person may begin aflight ina rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fueltoflytothe first point of""'-. Mr. James Williams October 23,2015 Page 18 intended landing and, assuming normal cruising speed, tofly after that forat least 20 minutes.** ** Operating the sUAS ina predefined area with less than 30 minutes of reserve fuel does not raise the risk contemplated by §91.151 ofan aircraft fuel starvation inthe event ithastobe flown toan alternate airport or circle an airport inthe event of unanticipated conditions. CineFly

does not intend tousethe sUAS for point-to-point flights and will not operate the sUAS beyond visual lineof 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 toflytothe point of intended landing. As such,a time-based excess fuel reserve isnot required. Itis sufficient to require onlyas much additional excess flight capacity as necessary to safely land the sUAS. CineFly believes a25% 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) and14FR §91.417(a)&(b) §91.405 Maintenance required. Each owner or operator ofan aircraft - (a) Shall have that aircraft inspected as prescribed in subpart Eofthis part and shall between required inspections, except as provided in paragraph (c)ofthis section, have discrepancies repaired as prescribed inpart43ofthis 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)Ithas been approved for return to service bya person authorized under §43.7ofthis 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, ithas had- (1)An annual inspection in accordance with part43 ofthis chapter and has been approved for return to service bya person authorized by §43.7 ofthis chapter; or (2)An inspection forthe issuance ofan airworthiness certificate in accordance with part 21ofthis 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 fora sUAS operator to meet the part91 maintenance requirements. In particular, there areno individuals authorized by

the FAA to approve a sUAS for return to service under §91.407(a) orto 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 inthe owner's manual and ASTM F2909, where applicable, and will not operate the sUAS untilithas reasonably determined any necessary repairs have been made and determined the sUAS issafe for flight. However, because ofthe. 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 donot hesitate to hesitate to contact meatthe phone number orviathe 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 to14 CFR Part 11,the following summary is provided for publication inthe Federal Register should the FAA determine publication is necessary. Petitioner: CineFly Productions, LLC ("CineFly")

Sections of14 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 of333 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 inthe safe evaluation and analysis of infrastructure and cinema/video photography operations. In general, sUAS operations are intended tobe 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 willbe flown less than 50feet from the highest structure along the path ofthe sUAS and inno instances willbe flovm higher than 400 feet above the ground. Accordingly, the riskof interference with other aircraft is minimal."'-._ APPENDIX A Summary for Federal Register Publication.

Pursuant to14 CFR Part 11,the following summary is provided for publication inthe Federal Register should the FAA determine publication is necessary. Petitioner: CineFly Productions, LLC ("CineFly")

Sections of14 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 of333 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 inthe safe evaluation and analysis of infrastructure and cinema/video photography operations. In general, sUAS operations are intended tobe 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 willbe flown less than 50feet from the highest structure along the path ofthe sUAS and inno instances willbe flown higher than 400 feet above the ground. Accordingly, the riskof interference with other aircraft is minimal.

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### XIGN:tlddV' Assurance that the sUAS isin airworthy condition isthe 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 bythis "sUAS Flight Operations Manual." This sUAS Flight Operations Manual isnot designed asa substitute for adequate and competent flight instruction, knowledge ofthe current airworthiness directives, applicable federal air regulations, or advisory circulars. Itisnot intended tobea guide for basic flight instruction ora training manual. ApplicabilityThis manual is applicable to sUAS aircraft owned and operated by CineFiy Productions LLC. Revisions The information compiled inthe sUAS Flight Operations Manual will be kept current by revisions.Revision material will consist of information necessary to update the text ofthe present manual and/or toadd information to cover added sUAS equipment. 1) RevisionsRevisions 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 bya 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 bya black vertical line along the left hand margin ofthe page, opposite revised, added or deleted material. Aline opposite the page number or section title and printing date, will indicate that the text or illustration was unchanged but material was relocated toa different page or that an entire page was added.Black lines will indicate only current revisions with changes and additions toor deletions of existing text and illustrations. Changes in capitalization, spelling, punctuation orthe physical location of material ona page will notbe identified by symbols. 3) Original Pages Issued 2

## xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx :MojaquaA!6aJeUO!S!AaJOlJopd1enuewa4lJOJpanss!sa6edj8U!6!Joa41.':. ....... Table of Contents General SpecificationDescription- sUAS and Systems sUAS Flight manualLimitations 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: 15x5.2inchWeight: 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 forA2 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) 6i**~** '........"""'. Working Environment Temperature -10oc- +40oc Aircraft Control Receiver Spektrum AR 12020 (12 channel) DSMX TelemetryIOSD 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 -1ooc- sooc Weight: 1.42Kg Load Weight (Reference Value) 2664g(50 MARK Illwith 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 gooto +15°, Roll axis control: ±25° Gimbal Control Receiver: Spektrum AR8000 (8CH) DSMX

Video Transmitterlftrontech 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) 1050g Flight ParametersTakeoff 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: 13gWorking Environment Temperature -10oc- +40oc Aircraft Control Receiver Spektrum AR9020 (9 channel) DSMX TelemetryIOSD 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: 1.25Kg417g(@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 Transmitterlftrontech Stinger 500mW 5.8 GHz transmitter 9":-- DJI Flamewheel F550 Frame Diagonal Wheelbase: 550mm Frame Weight: 478g Flight ParametersTakeoff Weight: 1200g-2400g

ESC Current: 30A OPTO Signal Frequency: 30Hz-450Hz Battery4S LiPoMotor (each)

Stator size:22x12mm KV: 920rpmNPropeller 8x4.5in Working Environment Temperature -10oc- +40oc Aircraft Control Receiver Spektrum AR9020 (9 channel) DSMX TelemetryIOSD 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: Roll100, 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° 10Maximum Controlled Rotation Speed: Tilt axis: ±130°/S Controlled Rotation Range: Tilt axis control: -130- +45° Video Transmitter lmmersionRC 600mW 5.8ghz transmitter. 11DJI Flamewheel F450 Frame Diagonal Wheelbase: 450mm Frame Weight: 282g · Flight ParametersTakeoff Weight: 1200g-2400g

ESC Current: 20A OPTO Signal Frequency: 30Hz-450Hz Battery6S LiPoMotor (each)

Stator Size: 35X8mm KV: 415rpmNWeight: 90gPropeller 12X4.2 inchWorking Environment Temperature -10oc- +40oc Aircraft Control Receiver Spektrum AR9020 (9 channel) DSMX TelemetryIOSD 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: 18Modulation: 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 isan 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 aDJI A2 flight controller combined witha Spektrum transmitter and receiver with telemetry for guidance. The

camera gimbal is controlled bya second Spektrum transmitter and receiver. AirframeThe airframe·of the S1000 isof 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 onthe end of each ofthe eight arms ofthe 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 restofthe motors are identified in sequence inan anti-clockwise direction. When viewed from the topofthe S1000 M1, M3, M5, and M7all rotate inan antclockwise direction. Motors M2, M4, M6, and M8all rotate ina 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 witha15 inch diameter and 5.2 inch pitch. Pitch is forward (anti-clockwise rotation) or reverse (clockwise rotation) rotation. 51000 Motors MBM7 15Landing Gear The S1000is equipped with retractable landing gear. The landing gear is constructed of carbon fiber and aluminum alloy. The skid portion ofthe 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 orup and locked by over centering ofthe drag brace by spring and cable linkages. Movement ofthe landing gear is commanded bythe A2 flight controller. Battery Power The S1000is powered bysix cell (6s) lithium polymer (LiPo) batteries witha capacity ranging from 10 amp hours to20 amp hours, commonly referred as 6s1 0000 or 6s20000. A fully charged LiPo cellis 4.15-4.20 volts. A fully charged flight battery for theS 1000 will have a

voltage range from 24.9 to 25.20 volts. Lithium Battery voltage is monitored bythe OSD, telemetry, and audible alarms. Audible alarms, Visual alarms, telemetry alarms, and OSD alarms will sound/display at3.5 volts per cellor 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 isa 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 hasa built-in GPS receiver and compass. The compass is used for geomagnetic field measurement. The A2 PMU provides a stable and clean 5volt power source for the entire A2 system. The PMU isalsoa 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 isalso used fora 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 ona mobile device. The mobile device must have the DJI Assistant App. In addition, there isa Micro-USB portto make adjustments orto update the A2's firmware witha computer. The A2 receives control commands from a Spektrum AR12020 receiver that passes its signals intoaDJI D-bus Adapter. The DJI D-bus adapter converts the signals received from the Spektrum AR12020 intoa format thatisan acceptable input into the A2. Zenmuse Z15-5D Camera Gimbal The Zenmuse Z15-5D camera gimbal is mounted tothe S1000's landing gear system. The Z15-5D stabilizes and controls numerous functions ofthe Canon 50 MKII or Canon 50 MKIII. The Z15-5D has an integrated and independent IMU anda 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. Alive video feed is received from the camera and then passed through the GCU for output tothe 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 witha micro USB cable. iOSD Mark II

The DJI iOSD can transmit video and iOSD information inreal 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 tothe video transmitter making iOSD data clearly visible onthe live video feed. The iOSD is updatable witha micro USB cable. 16lftrontech 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 onthe 5.8ghz band. The video feed is then received by FPV goggles, standalone video receivers, or FPV monitors withabuiltin receiver. 17'- DJI Spreading Wings 5800 EVO The S800 EVO multirotor sUAS isa hexacopter consisting ofsix 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 witha Spektrum transmitter and receiver with telemetry for guidance. The

camera gimbal is controlled bya second Spektrum transmitter and receiver. AirframeThe airframe ofthe S800 EVO isof 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 onthe end of each ofthe six arms ofthe 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 restofthe motors are identified in sequence inan anti-clockwise direction. When viewed from the topofthe S800 EVO M1, M3, and M5, all rotate inan antclockwise direction. Motors M2, M4, and M6all rotate ina 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 witha15 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 ofthe 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 orup and locked by over centering ofthe drag brace by spring and cable linkages. Movement ofthe landing gear is commanded bythe Spektrum AR9020 receiver. Battery Power The S800 EVO is powered bysix cell (6s) lithium polymer (LiPo) batteries witha capacity of10 amp hours, commonly referred as 6s10000. Afully charged LiPo cellis 4.15-4.20 volts. Afully charged flight battery for the S800 EVO will have a voltage range from 24.9 to 25.20 volts.

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

Visual alarms, telemetry alarms, and OSD alarms will sound/display at3.5 volts per cellor 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 isa 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 forthe detection of aircraft altitude. The Wookong-M utilizes a GPS module that hasa built-in GPS receiver and compass. The compass is used for geomagnetic field measurement. The Wookong-M PMU provides a stable and clean 5volt power source for the entire Wookong-M system. The PMU is alsoa

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 isalso used fora visual alarm. Bluetooth is used for real-time communication with your mobile device (e.g. iPhone, iPad), to view parameters, configuration orto make adjustments ona mobile device. The mobile device must have the DJI WM Assistant App. In addition, there isa Micro-USB portto make adjustments orto update the Wookong-M's firmware witha computer. The Wookong-M receives control commands from a Spektrum AR9020 receiver Zenmuse Z15 Camera Gimbal The Zenmuse Z15 camera gimbal is mounted tothe SBOO EVO's landing gear system. The Z15 stabilizes and controls numerous functions ofthe Sony NEX7. The Z15 has an integrated and independent IMU anda 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. Alive video feed is received from the camera and then passed through the GCU for output tothe iOSD. The Z15 receives its control inputs from a Spektrum ARBOOO receiver. The Z15is controllable in pitch, yaw, and roll axis. The Z15is updatable witha micro USB cable. iOSD Mark II

The DJI iOSD can transmit video and iOSD information inreal 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 tothe video transmitter making iOSD data clearly visible onthe live video feed. The iOSD is updatable witha 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 onthe 5.8ghz band. The video feed is then received by FPV goggles, standalone video receivers, or FPV monitors withabuiltin receiver. 20**~-**',· DJI Flamewheei F550**,,,;;..~.;;; -~-** **~ ~.o:•·\'**  •.**l~,~·~ ~-** **~ ~** ._......**,.~ ~**  The F550 multirotor sUAS isa hexacopter consisting ofsix 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 witha Spektrum transmitter and receiver with telemetry for guidance and camera gimbal control.AirframeThe airframe ofthe F550 isof 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 ofthe six arms ofthe 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 restofthe motors are identified in sequence inan anti-clockwise direction. When viewed from the topofthe F550 M1, M3, and M5, all rotate inan ant-clockwise direction. Motors M2, M4, and M6all rotate ina clockwise direction. See picture "F550 Motors." The propellers are folding high strength engineered plastic witha8inch diameter and4inch pitch. Pitch is forward (anti-clockwise rotation) or reverse (clockwise rotation) rotation. FSSO Motors M6 21Landing Gear The F550 has fixed landing gear attached tothe F550 main frame base. The landing gear has two skids with foam rubber pads for abrasion protection. The landing gear also serves asa mount forthe camera gimbal Battery Power The F550 is powered by four cell (4s) lithium polymer (LiPo) batteries witha capacity of5 amp hours, commonly referred as 4s5000. Afully charged LiPo cellis 4.15-4.20 volts. Afully charged

flight battery for the F550 will have a voltage range from 16.6 to 16.8 volts. Lithium Battery voltage is monitored bythe OSD, visual and audible alarms. Audible alarms, Visual alarms, and OSD alarms will sound/display at3.5 volts per cellor 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 isa 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 hasa built-in GPS

receiver and compass. The compass is used for geomagnetic field measurement. The NAZA-M V2 PMU provides a stable and clean 5volt power source for the entire NAZA-M V2 system. The PMU isalsoa 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 fora visual alarm. Bluetooth is used for real-time communication with your mobile device (e.g. iPhone, iPad}, to view parameters, configuration orto make adjustments ona mobile device. The mobile device must have the DJI NAZAM Assistant App. In addition, there isa Micro-USB port to make adjustments orto update the NAZA-M V2's firmware witha computer. The NAZA-M V2 also

commands the movement ofa camera gimbal. The NAZA-M V2 receives control commands froma Spektrum AR9020 receiver. Zenmuse H3-3D Camera Gimbal The Zenmuse H3-3D camera gimbal is mounted tothe F550's landing gear system. The H3-3D stabilizes and provides battery power tothe GoPro Hero 3(+) camera. The H3-3D has an integrated and independent IMU anda special servo drive module to control and stabilize the camera ina forward facing orientation locked mode with some yaw dampening. The gimbal has internal slip rings to prevent wire entanglement. Alive video feed is received from the camera and then passed through the GCU for output tothe iOSD mini. The H3-3D receives its control inputs from a NAZA-M V2. The H3-3D is controllable inthe pitch axis. The H3-3D is updatable witha micro USB cable. iOSD mini

The DJI iOSD mini can transmit video and iOSD information inreal 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 tothe video transmitter making iOSD data clearly visible onthe live video feed. The iOSD miniis updatable witha 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 onthe 5.8ghz band. 22

### £l ·Je/\!e:)eJU!ll!nqelll!M SJOl!UOW1\d.::lJo'sJeA!e:)eJoep!Aeuo1epuels'se166o61\d.::lAq**peA!~eJ**uelllS!pee!oep!Aeli..LDJI Flamewheel F450**mir~if;~{t'!;J**•. The F450 multirotor sUAS isa 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 witha Spektrum transmitter and receiver with telemetry for guidance and camera gimbal control.AirframeThe airframe ofthe F450 isof 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 ofthe four arms ofthe 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 restofthe motors are identified in sequence inan anti-clockwise direction. When viewed from the topofthe F450 M1 and M3 rotate inan ant-clockwise direction, motors M2 and M4 rotate ina clockwise direction. See picture "F450 Motors." The propellers are folding high strength engineered plastic witha12 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 tothe F450 main frame base. The landing gear has four plastic legs which contact the ground. 24Battery Power The F450 is powered bysix cell (6s) lithium polymer (LiPo) batteries witha capacity of5amp hours to8 amp hours, commonly referred as 6s5000 or 6s8000. Afully charged LiPo cellis 4.15-4.20 volts. Afully charged flight battery forthe F450 will have a voltage range from 24.9 to 25.20 volts. Lithium Battery voltage is monitored bythe OSD, telemetry, and audible alarms. Audible alarms, Visual alarms, telemetry alarms, and OSD alarms will sound/display at3.5 volts per cellor 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 isa 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 hasa built-in GPS

receiver and compass. The compass is used for geomagnetic field measurement. The NAZA-M V2 PMU provides a stable and clean 5volt power source for the entire NAZA-M V2 system. The PMU isalsoa 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 fora visual alarm. Bluetooth is used for real-time communication with your mobile device (e.g. iPhone, iPad), to view parameters, configuration orto make adjustments ona mobile device. The mobile device must have the DJI NAZAM Assistant App. In addition, there isa Micro-USB port to make adjustments orto update the NAZA-M V2's firmware witha computer. The NAZA-M V2 also

commands the movement ofa camera gimbal. The NAZA-M V2 receives control commands froma Spektrum AR9020 receiver. Zenmuse H3-30 Camera Gimbal The Zenmuse H3-30 camera gimbal is mounted tothe F550's landing gear system. The H3-3D stabilizes and provides battery power tothe GoPro Hero 3(+) camera. The H3-3D has an integrated and independent IMU anda special servo drive module to control and stabilize the camera ina forward facing orientation locked mode with some yaw dampening. The gimbal has internal slip rings to prevent wire entanglement. Alive video feed is received from the camera and then passed through the GCU for output tothe iOSD mini. The H3-3D receives its control inputs from a NAZA-M V2. The H3-3D is controllable inthe pitch axis. The H3-3D is updatable witha micro USB cable. iOSD mini

The DJI iOSD mini can transmit video and iOSD information inreal 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 tothe video transmitter making iOSD data clearly visible onthe live video feed. The iOSD miniis updatable witha 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 onthe 5.8ghz band. The video feed is then received by FPV goggles, standalone video receivers, or FPV monitors withabuiltin receiver. 25Spektrum DX18, Spektrum DX18 Gen2 The Spektrum DX18 isan 18 channel 2.4ghz transmitter used to control various types/configurations and functions of sUAS. The DX18is paired toa Spektrum aircraft receiver in process called binding. This binding process uses ModeiMatch TM technology which allows only the model memory ofthe given sUAS tobe 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 inthe 2.4GHz spectrum. By adding the agility of unique frequency shifts tothe superior interference resistance ofa wideband signal, and limiting those shifts toa smaller portion ofthe 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 inthe noisiest 2.4GHz environment BatteryThe DX18 has an internal 2-cell lithium polymer battery witha capacity of 2600 milliamp hours, commonly referred toasa 2s2600 LiPo. The transmitter has an onboard charge status

indicator, displaying voltage ofthe battery on the top right hand corner ofthe· display. The transmitter should be charged anytime the voltage is7.0or 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 tocall out the selected flight mode

and report telemetry information on demand. AudibleNoice alarms may be programmed to alert the operator without having to look atthe transmitter's display tosee 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 togo through the bind process again. This "buddy boxn system allows an instructor to givea student operator full control ofthe sUAS on their own transmitter, but allows the Instructor to take full control ofthe sUAS atany time. . . 26: TelemetryThe 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 tothe 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 anew AirWare (firmware) version is available. 27_, sUAS Flight manual Limitations Motor, Propeller, and ESC The sUAS models are limited tothe motors, propellers, ESCs listed inthe general specifications sections ofthis Cine Fly Productions LLC "sUAS Flight Operations Manual. Battery Power The sUAS may only be flow with batteries with specifications listed inthe general specifications sections ofthis 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 WeatherThe battery(s) for the sUAS and transmitter must beator above 45 degrees Fahrenheit prior to

takeoff.The sUAS may only be operated inthe temperature ranges specified model's general specifications sections ofthis CineFiy Productions LLC "sUAS Flight Operations Manual. The sUAS may notbe flowifwind velocities exceed 15 knots (17.2 miles per hour). The sUAS may notbe flown during any precipitation like rainor snow. Maximum Weight The maximum take-off weight ofthe sUAS may not exceed 551bs orthe maximum take-off weight specified inthe general specifications sections ofthis CineFiy Productions LLC 'sUAS

Flight Operations Manual. Maximum Velocity The maximum airspeed ofthe sUAS may not exceed 50 knots (25.7 meters per second or 57.5 miles per hour) orthe maximum airspeed specified inthe general specifications sections ofthis CineFiy Productions LLC 'sUAS Flight Operations Manual. Maximum Altitude The sUAS may notbe operated atan altitude ator above 400 feet AGL (above ground level) Center of Gravity (C.G.) The center of gravity ofthe sUAS was adjusted tobe within limits atthe time of assembly. The center of gravity does not need tobe checked or calculated unless there isan equipment or payload change. The C.G.isthe middle poinUcenter ofthe frame of each multirotor sUAS. 28!. Emergency Procedures IntroductionThis section contains procedures that are recommended ifan emergency condition should occur during ground operation or flight. These procedures are suggested asthe best course of action for coping with the particular condition described, but are nota substitute for sound judgement and common sense. Operators should familiarize themselves with the procedures given inthis 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 IOCto home lock mode Extend landing gear (if applicable)

Guide aircraft back tothe 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 IOCto home lock mode Extend landing gear (if applicable)

Guide aircraft back tothe home point, descend and land Loss of sUAS orientation during flight • Tall obstacles arein return flight path Switch IOCto home lock mode Utilize stick relativity to guide sUAS toa clear return path tothe home point If orientation isnot regained Utilize the return to home function sUAS will automatically return tothe home point, extend the landing gear (if applicable)

and land. • No obstacles exist inthe return to home flight path Utilize the return to home function sUAS will automatically return tothe home point, extend the landing gear (if applicable)

and land. Loss of Control Signal sUAS will automatically enter failsafe mode and return tothe home point, extend the landing gear and land. Fire on ground Disconnect and remove battery(s) (if possible) Point fire extinguisher nozzle atthe base ofthe flames and discharge. 29:..r Fire in Flight Descend rapidly Extend landing gear (if applicable) Land inan area away from people, structures or flammable objects (if possible) Point fire extinguisher nozzle atthe base ofthe flames and discharge. Disconnect and remove battery(s) (if possible) Rapid Loss of Battery Voltage Extend landing gear (if applicable) Descend immediately for landing. 30J Operating Instructions Preflight Check for TFRs and vicinity of airports Notify ATCor 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 ofIMU 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 TakeoffTurn 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, ATTl, Manual. ..) 6+ satellitesCamera Settings Home point recorded Verify transmitter timer is reset Clear PropsAnnounce: 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 ofthe following four Combination Stick Commands (CSC) to start the motors: 311 Increase throttle position to above 50% Increase throttle as required for desired rateof 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 inthe center ofthe transmitter. Itis pushed uptotum the power on the DX18. The left gimbal controls throttle and yaw. Throttle is moved forward to increase and aftto decrease. The throttle function ofthe OX 18is the only gimbal function thatis NOT returned to center by spring force·· Ifthe left gimbal is moved tothe left the sUAS will yawtothe sUAS' left,

right tothe sUAS' right. The right gimbal controls pitch and roll. When the right gimbal is moved forward the front ofthe sUAS dips down and the sUAS moves forward, aftthe back dips down and the sUAS moves aft. Ifthe right gimbal is moved tothe leftthe sUAS will rolltothe sUAS' left, right tothe 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 isinthe up position

and the sUAS is above 12 feet AGL. To override this safety feature cycle the "A" switch 5 times ending intheup position.

sUAS with the WooKong-M flight controller have relative control ofthe 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 onthe S1000, F550, and F450 "8" Switch Controllable Lights 0 On 34\·"'= 1 Not used 2 Off "C" Switch The "C" controls the flight mode ofthe 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 IOCis disabled (off), forward direction is pointing the same direction asthe nose ofthe sUAS and that direction changes along with the direction ofthe nose. In Course Lock mode (CL) the sUAS' forward direction is pointing tothe nose direction when it is recorded. Thisis automatically recorded before takeoff. To manually record the forward direction cycle the "D" switch between 0and1,3-5 times rapidly ending on position 1 . The

forward remains fixed until you re-record the forward direction orexit from CL. In Home Lock mode (HL) the operator records a Home Point by cycling the "D" switch between 1and2,3-5 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 aftthe sUAS moves towards the home Point. The sUAS is operated by stick relativity inthis 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 1and2,3-5 times rapidly ending on position 2.The aircraft can circle around the POl, and the nose always points tothe 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

ofthe gimbal inputs in relation tothe output intensity. Low rates equals alotof stick movement foralittle sUAS movement (less sensitivity). The Aircraft must take offinhigh rates in order for theesc 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 theA2or 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. 36t DX18 Operation for Control of Zenmuse Camera Gimbals Basic DX18 Operation The power switch is located inthe center ofthe transmitter. Itis pushed uptotum the power on the DX18. The left gimbal controls record and yaw. Throttle is moved forward to start recording and aftto stop recording. The throttle function ofthe DX18is the only gimbal function thatis NOT returned to center by spring force Ifthe left gimbal is moved tothe left the Zenmuse will roll the camera tothe camera's left, right tothe camera's right. The right gimbal controls pitch and yaw (pan). When the right gimbal is moved forward the Zenmuse tilts the lens ofthe camera up,aftthe camera lens tilts down. Ifthe right gimbal is moved tothe leftthe Zenmuse will pan/yaw the camera the left, right tothe right. 37<!: DX18 Switches for Control of Zenmuse Camera Gimbals Switch "A" Switch "A" controls the 360 degree panoramic function ofthe 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 toturn the function on and once again toturn the function off.

Switch "A"onthe Zenmuse Z15is used to control the video feed. It turns the feed onoroff. "A" Switch Video Feed 0 I On 1 I Off Switch "E" Switch "E"isthe 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 ofthe 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

ofthe gimbal inputs in relation tothe output intensity. Low rates equal alotof stick movement foralittle 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" SwitchThe "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 JI;{i'! Servicing and Handling This section contains information on preventative maintenance and minor repairs CleaningThe sUAS may be clean withadry lint-free cloth and compressed air. LubricatingThe 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 beina sealed fireproof container ator below 70 degrees Fahrenheit, but not colder than 32 degrees Fahrenheit. LiPo Batteries should notbe fully charged for more than3 days. LiPo Batteries notinuse for more than 3 days should be stored ata voltage of 3.80-3.85 volts

per cell. Propellers Propellers and attachment components should be inspected before each flight. ldany damage

is found the propeller should be replaced. OtherAny item not listed inthis manual is deferred tothe 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 sUASESCOPTOkVIMUPMUGCUiOSDOSDBTUesc Combination Sticks Commands 41