# .......

____________ _

October 8, 2015

Docket Operations, M-30

U.S. Department of Transportation (DOT)

1200 New Jersey Ave., SE

Room W-12-140, West Building Ground Floor

Washington, DC 20590-0001 VIA PRIORITY MAIL

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

of the Federal Aviation Regulations from certain parts of the Federal Aviation

Regulations.

Dear Sir or Madam:

Pursuant to the Section 333 of the FAA Modernization and Reform Act of2012 (the

"Reform Act") and 14 C.F.R Part 11, KY3 Inc. ("Petitioner"), a company that owns

and operates broadcast television station KYTV-DT, associated other broadcast

facilities in its region, and broadcast production services facilities, hereby applies

for an exemption from certain Federal Aviation Regulations ("FARs") to allow for

commercial operation of a small Unmanned Aircraft System ("UAS') under the

conditions, terms, and limitations set forth in this Petition.

Petitioner is licensed by the Federal Communications Commission ("FCC") to

provide broadcast television service in Missouri and northern Arkansas, has its

main studios in Springfield, MO and wishes to better fulfill its obligation to serve the

public with news, programming, and information though the use of a small UAS for

aerial photography to be used for production of commercials, informational and

promotional videos, and news gathering.

Please consider this Petition pursuant to the FAA's "summary grant process" as

announced by the FAA in April of 2015. Approval of this exemption would thereby

enhance safety and fulfill the FAA Administrator's responsibilities to "

... establish

requirements for the safe operation of such aircraft systems in the National Airspace

System "NAS")." (Section 333(c) of the Reform Act.) . )Applicant:

KY3, Inc.

Attn: Brian McDonough, President and General Manager

999 

### W. Sunshine

Springfield, Mo. 65807

Phone: (417) 268-3010

Email: bmcdonough@ky3.com

F

ARs from which the exemption is requested

Petitioner seeks relief from the following FARs:

14 C.F.R. §§ 61.23(a) and (c),

61.101(e)(4) and (5),

61.113(a),

61.315(a),

91.7(a),

91.119(c),

91.121,

91.151(a)(1)

91.405(a),

91.407(a)(1),

91.409(a)(1) and (2),

91.417(a) and (b),

A level of safety at least equal to that provided by the each rule can be maintained

after such exemption, as explained below.

Background and the Federal Aviation Act

This Petition is submitted to fulfill Congress' goal under Section 333(a) through (c)

of the Reform Act, which directs the Secretary of Transportation to consider

whether certain unmanned aircraft systems may operate safely in the NAS before

completion of the rulemaking required under Section 332 of the Reform Act. In

making this determination, the Administrator must determine which types of UASs

, do not create a hazard to users of the NAS or the public or pose a threat to national

security in light of the following:

, • The UAS's size, weight, speed, and operational capability;**~ ~**  • Operation of the UAS in close proximity to airports and populated areas;

-----y·

, , .. and

• Operation of the UAS within visual line of sight of the operator.

,(Reform Act§ 333 (b)(l)).

'·

If the

## Ad~inistrator determines that such vehicles "may operate safely 

# \

2

# ----r~------------ 

# ........in the national airspace system, the Secretary shall establish requirements for the

safe operation of such aircraft in the national airspace system. (Reform Act §333(c).)

The Secretary has delegated his aviation authority to the Administrator of the FAA.

The Federal Aviation Act expressly grants the FAA the authority to grant exemptions

from its regulatory requirements for civil aircraft, a term defined under §40101 of

the Act, which includes UAS. The Administrator may grant an exemption from a

requirement of a regulation prescribed under subsection (a) or (b) of this section or

any sections 44 702-44 716 of the Federal Aviation Act if Administrator finds the

exemption in the public interest.

Intended Use

Petitioner is licensed to operate television station KYTV-DT, an NBC Television

Network affiliate, and other related broadcast facilities serving the Springfield, MO,

television Designated Market Area (DMA). Petitioner also owns television station

K15CZ, a CW Network affiliate. And Petitioner further has a joint sales/shared

services agreement to operate television station KSPR-DT, an ABC Television

Network affiliate. In its course of business, Petitioner produces video productions

that include television commercials, promotional messages, community service and

public service announcements, including those for charitable organizations, as well

as news and weather broadcasts including information about local

news/weather 

### f sports events, businesses, community development, and

governmental activities. Petitioner wishes to best serve the public, its clients, and

charitable organizations with video information and services that most effectively

"tell the story," and a UAS may enhance the ability to show and document

commercial and news information that is not as effectively shown in other views.

Petitioner has a DJI Phantom 1 with video and still camera image gathering

capability, which employees have operated on a recreational and hobby basis.

Petitioner now wishes to use it for commercial purposes under the terms of this

Petition, per terms and limitations that may be set forth in an FAA grant of

exemption, and under the "blanket CO A'' (pursuant to FAA information released

March 24, 2015), or such other COA as Petitioner may later seek.

Extent of Relief, Reasons Such Relief is Requested, and Equivalent Level of

Safety

CFR § 61.23(a) and 

### (c) Medical Certificates

Sections 61.23(a) and (c) address the requirement of medical certificates for pilots.

Section 61.23(c) permits the holder of a sport pilot certificate to act as PIC of a lightsport aircraft (landplane maximum takeoff weight 1,320 pounds, seating no more

than two people) with either a medical certificate or U.S. issued driver's license. The

Petitioner's UAS weighs about three pounds, and carries no people. Petitioner

requests exemption from 61.23(a) upon a finding that an equivalent level of safety

will be provided by allowing UAS operation by pilots with valid U.S. state-issued

3driver's license or an FAA-issued medical certificate. Petitioner also requests relief

from 61.23(c) to allow sport pilot certificate holders to operate aircraft other than

LSA with a U.S. issued driver's license.

CFR §§ 61.101(.e)(4) and (5). 61.113{il). and 61.315(a): Pilot Privileges

Sections 61.101 (e)(4) and (5) and 61.113(a) limit recreational or private pilots to

noncommercial operations. Section 61.315(a) addresses the privileges and

limitations of the holder of a sport pilot certificate. Unlike a conventional aircraft

that carries a pilot, passengers, and cargo, Petitioner's UAS is remotely operated

with no pilot, passengers or property of others on board. The aircraft employs

many automated features, such as GPS location hover, autonomous return to launch

point, low-battery auto-land, and lost-control-link auto-land. Additionally, safety

will be further assured in that Petitioner assures any UAS operator will have

appropriate training and currency, in order to safely operate the UAS in a manner

consistent with how the UAS will be operated under this Petition, including evasive

and emergency maneuvers and maintaining appropriate distances from people,

vessels, vehicles and structures. Given its size, speed, operational capabilities, and

lack of combustible fuel, and the UAS pilot training of the Petitioner, the risk

associated with this UAS operation, as compared to the risk of commercial

operations contemplated by Part 61 with conventional aircraft (fixed wing or

rotorcraft) is minimal, allowing operations of the UAS as set forth in this Petition

that are equivalent to, or exceed, the present level of safety provided under the FARs

cited above and do not rise to the level of requiring a commercial pilot to operate

the aircraft.

14 CFR § 91.7 (a) Civil Aircraft Airworthiness

As there will be no standard airworthiness certificate for the aircraft, should this

exemption be granted, no FAA regulatory standard will exist for determining

airworthiness. Given the size of the aircraft, and use of manufacturer-recommended

operational and maintenance procedures, as well and pre-flight checklists prior to

each flight, an equivalent level of safety will be provided.

14 C.F.R. § 91.119(£): Minimum Safe Altitudes

Section 91. 119 establishes safe altitudes for operation of civil aircraft including

limiting flight over other than congested areas to an altitude of 500 feet above the

surface, except over open water or sparsely populated areas, and other than for

takeoff or landing. Petitioner's UAS operation will be limited to a maximum height

above the average terrain of 400 feet, and because its photography and aerial data

collection gathering function is most functional at altitude below that, an exemption

from Section 91.119(c) is needed. The equivalent level of safety will be achieved

given the size, weight, speed, and material with which the UAS is built. Petitioner

has noted that training and currency ofUAS pilots will be conducted, and operator

will adhere to terms and limitations that the FAA may set forth in granting this

Petition. It must be further noted that Petitioner has used manned aircraft and

rotorcraft for aerial photography in the past, so FAA authorization for Petitioner to

conduct photo flights with UAS may replace need for manned rotorcraft that weigh

4thousands of pounds, may carry hundreds of pounds of combustible fuel, carry

people on board, and can pose substantial risk in their operation to those on board

or below, in the unfortunate event of an aircraft failure or mishap. Waiver of this

rule for UAS operations thus assures an equivalent level of safety, and in fact may

enhance safety when compared to operations of conventional aircraft or rotorcraft

used to fulfill similar needs.

14 CFR § 91.121 Altimeter Settings

The regulation requires a person operating an aircraft to maintain altitude by

reference to an altimeter set to the elevation of the departure airport or an

appropriate altimeter setting available before departure. The UAS does not have a

barometric altimeter, nor does it have a pilot aboard to read an altimeter, if it had

one. The UAS does have an altitude readout on its control display, calculated

continuously based on GPS data. An equivalent level of safety is achieved by the

operator confirming GPS data is received properly prior to flight, confirming current

altitude accuracy either in relation to the surface or the elevation of the launch

location, and monitoring altitude during flight.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

This regulation prohibits an individual from beginning "a flight in an airplane under

VFR conditions unless (considering wind and forecast weather conditions) there is

enough fuel to fly to the first point of intended landing and, assuming normal

cruising speed- (1) During the day, to fly after that for at least 30 minutes; or (2) At

night, to fly after that for at least 45 minutes." The batteries powering the UAS

provide approximately 15 minutes of powered flight. Without an exemption from 14

C.F.R. § 91.151, the UAS's flights would not be possible. Given the limitations on its

proposed operations and the location of those proposed operations, Petitioner

believes an exemption from 14 C.F.R. § 91.151(a) is safe and within the scope of

prior exemptions. Operating the small UAS without 30 minutes of reserve fuel does

not engender the type of risks that Section 91.151 (a) was meant to prevent given

the size, speed, an limited line-of-sight distance from pilot under which the UAS

operates

. The fact that it carries no pilot, passenger, or cargo also enhances its

safety. In the unlikely event that the UAS achieves a low battery state, it would

simply return to home and land. Given its weight and construction material, the

risks are less than contemplated by the current regulation. Petitioner believes that

an equivalent level of safety can be achieved by maintaining five minutes of reserve

battery life, which would be more than adequate for aircraft return to its planned

landing zone from anywhere in its planned operating area.

14 CFR § 91.405 (a). 14 CFR § 91.407 (a) 

### (1). 14 CFR § 91.409 

### (a) (2). 14

CFR § 91.417 (a) and (b) Maintenance Inspections

Section 91.405(a) requires that an aircraft operator or owner "shall have that

aircraft inspected as prescribed in subpart E of this part and shall between required

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

repaired as prescribed in part 43 of this chapter

... ". Section 91.407 similarly makes

reference to requirements in Part 43; Section 91.409(a)(2) requires an annual



### 5inspection for the issuance of an airworthiness certificate. Section 91.417 (a)

requires the owner or operator to keep records showing certain maintenance work

that has been accomplished by certificated mechanics, under Part 43, or licensed

pilots and records of approval of the aircraft for return to service. Maintenance and

preventive of the Petitioner's UAS will be accomplished by the owner/operator or

proficient technicians, pursuant to the manufacturer's maintenance guidance and

instructions. An equivalent level of safety will be achieved because the UAS is small

in size, will carry only aerial data collection equipment, and carries no people,

property of others, or combustible fuel, and will operate in conformance with this

Petition and as the FAA may set forth in any grant of exemptions. The operator will

ensure that the UAS is in working order prior to initiating flight, perform preventive

maintenance and required maintenance, and keep a log of any maintenance that is

performed; moreover, the operator and its personnel are the persons most familiar

with the aircraft and are best suited to maintain the aircraft in an airworthy

condition. An equivalent level of safety will be maintained with the grant of

exemptions from these rules, as the FAA has done in its grants of numerous prior

exemptions.

Grant of Exemption Serves the Public Interest

Petitioner operates broadcast television stations, serves the public with commercial

messages, information in support of charitable organizations, provides information

from local governments and organizations, and provides news, weather and sports

information to hundreds of thousands of people within its stations' viewing areas.

KYTV is, and has been, for quite some time, the most-viewed television station in its

market area, reaching over 300,000 households during any given week, and is

winner of various news and production awards in 2015, including recognitions from

the Missouri Broadcast Association, Kansas City Press Club, and Edward R Murrow

reporting awards. KSPR was awarded 2014 Missouri Broadcast Association "Station

of the Year." Permitting commercial operation of the Petitioner's UAS to enhance its

news, production and outreach functions will serve the public, governments and

public agencies, charitable organizations, businesses and the many other types of

organizations that rely on broadcast/cable television for messages and critical

information.

Grant of Exemption Would Not Adversely Affect Safety

Petitioner has set forth above how exemptions from the regulations specified can be

done while maintaining a level of safety equal to, or better than, that provided by the

rules noted.

Petitioner notes that it will operate in the safest manner possible. It has on its staff

an FAA certificated private pilot who will be trained in the operation of the UAS so

that person may serve as pilot-in-command of the operator's UAS. It has other

experienced UAS pilots, who among them have years of accident-free UAS flight

experience, operating for hobby or recreation, who will participate in training and

6operations, and whom the operator will consider supporting if they choose to obtain

FAA pilot certification

.. And it has, and will further refine, checklists for safe

operation and maintenance of the aircraft, and will maintain appropriate flight logs.



### UAS Aircraft

Petitioner's aircraft is a Phantom 1, which has a maximum speed of about 22 mph,

and normal weight, with battery, of under 3 pounds. Aircraft is equipped with

optional DJI Prop Guards, used at all times, which further enhance its safety when

operating near people. Downlinks for video information are supplied to a SOOmW

transmitter on board the UAS that wirelessly transmits to an adjacent

receiver /monitor mounted to the UAS radio controller. All software and firmware is

up to date. All frequencies used by the UAS and the associated video

transmitter /receiver comply with Federal Communications Commission

requirements.

Operator and its pilots rely on, for its operations and flight procedures:

Phantom Flying Flowchart v1.0

Phantom Advanced Manual (EN) v1.4

Phantom Quick Start Manual (EN) v1. 7

Naza-M Quick Start Manual v1.26

Battery and Charger Instruction v1.0

P330CB-H3-2D Manual v1.00

Phantom Slide Lever Manual vl.OO

The most up-to-date version of the manuals are available online (User Manual and

Specifications included as appendices with this Petition):

All current operating and training documents and relevant information from DJI are

downloadable here:

https:/fwww.dji.com/product/phantomjdownload

Detailed specifications for the DJI Phantom 1 are here:

http://www.dji.com/product/phantom/spec

UAS is equipped with a Go Pro 3 Black edition to record HD content internally as

well as splitting it to a SOOmW transmitter running on board the UAS that transmits

SD to an adjacent receiver /monitor mounted on the radio controller for the UAS. All

manuals for transmit/receive equipment are kept at flight locations. Additionally,

DJI on its website provides numerous other safety, operational, and airspace

informational items, which will be reviewed continually by the Operator.

Aircraft will be registered per FAA guidelines and any requirements pursuant a

grant of exemption, marked with the registry number on the aircraft, and pertinent

airworthiness and registry documents will be maintained per the FAA's

7interpretation letter on this subject dated August 8, 2014, or any such applicable

guidance in a grant of exemption.

UAS Operations Procedures and Safety Considerations

The PIC will complete a pre-flight planning and checklist prior to flight:

• Verify daytime operation and VFR weather conditions, wind within

acceptable parameters.

• Verify flight is in compliance with any local laws or limitations.

• Cross reference area of flight with map to ensure compliance with flight

environment requirements, including compliance with airspace limitations

per charting, COA, or Temporary Flight Restrictions (TFR). Services such as

FAA app B4UFly (beta released Sept. 2015, not yet operational), UAV Zones

Drone Buddy, or Android 'Hover' will be consulted.

• Check area of flight to ensure there are no people (except participating and

authorized individuals) within any specified limiting distances of anticipated

flight

• Review flight environment with visual observer noting any obstacles or

anticipated over-water operations.

• Ensure remote controller, battery and any additional batteries, Range

Extender (if used) and smartphone or tablet are fully charged.

• Ensure propellers are mounted correctly, and check aircraft integrity.

• Ensure gimbal clamp and camera lens cover has been removed.

• Ensure damping absorbers are in good condition, not broken or worn.

• Ensure anti-drop kits have been mounted correctly.

• Calibrate compass.

• On startup, ensure motors are functioning as normal.

• Verify operational control link.

• Verify GPS signal reception, and position and altitude accuracy.

• Conduct functional check ofUAS upon first lift-off before continuing flight.

Abort flight if any deficiency is noted.

This preflight checklist will be modified and adjusted pursuant to any applicable

limitations or check items that may be set forth by the FAA in the grant of this

Petition. It may be further modified to become standardized with the flight

operations documents created by other business units associated with this

Petitioner, which are also expected to be applying for regulatory relief to

commercially operate UAS under Section 333.

Pilot and visual observer will review respective responsibilities in advance of flight,

assuring line-of-sight with the aircraft will be maintained, and assuring that visual

observation and flight control is maintained even as any photography /aerial data

collection is conducted. Operator is prepared to abort flight in the event of any

anomaly, and will keep the "auto-land" and "auto-return" features of the aircraft

8active, to safely assist with any loss of control link, battery power shortfall, or other

unanticipated issue.

As far as flight safety, Petitioner notes that it can conduct practice and instructional

UAS flights on sites it controls. It owns a remote broadcast transmitter site with

over 100 acres, with, on the site, two FAA-registered towers of nearly 2,000 ft.

height above ground. Thus, there are no low flying aircraft nearby, and the site has

no public access through it. It is located more than eight miles from the nearest

airport, and about 17 miles from the lateral boundary of the nearest Class C

airspace. The site may also be used as a safe location for UAS functional flighttesting after maintenance or modification.

The terrain of southwestern Missouri is comprised of rolling hills, lakes, and river

valleys. and thus produces no meaningful obstacles to flight. Petitioner is aware of

the public and private airports in the Springfield area, and while UAS flight at 200

feet or below above the surface, per the blanket COA, is unlikely to affect flight of

any manned aircraft, Petitioner will be sensitive to airport and airspace

considerations, including boundaries of Class C and Class D airspace as it relates to

SGF Airport, and provide notification to FSDO or other FAA/airport personnel

where appropriate, and file for alternative COA, if a planned flight requires such.

It should be further noted that, as an FCC licensee, the ownership credentials and

business operations of this Petitioner are regularly reviewed in a licensing process

of the Federal Communications Commission. Additionally, Petitioner's news operation is credentialed by various police agencies in the region. Besides the fact

that the UAS of the Petitioner is small, can carry only a few pounds of payload, and

has limited endurance and range, and thus itself poses no credible threat to national

security, the fact that the operator is vetted by the FCC and by local police agencies

further assures that this operation poses no security threat.

The public's safety is additionally served in that any time a UAS replaces the use of a

conventional aircraft or rotorcraft, there is no risk to people on board, and because

of the small size and weight of the UAS, and the fact it carries no combustible fuel,

risk to people or persons on the surface is virtually eliminated. Use of a UAS, as

compared to conventional aircraft, reduces fuel use, and further saves time, and

reduces emissions and noise.



### Special Consideration Requests

Certain of the Petitioner's intents of use ofUAS can be accomplished within the 333

Exemption grant framework currently in place. However, Petitioner respectfully

requests that two of the conditions that are now normally included in 333

Exemption grants be modified, in order to better meet the public interest, and the

Petitioner's obligation to provide news and information.

1) It is requested that the limitation (commonly item 26 of grant letters) of

flight not closer than 500 feet to non-participating persons, vessels, vehicles, and

9structures except in certain narrowly defined circumstances, be modified to permit

operations closer than that, perhaps with no specific stated limit, particularly since

the blanket COA limits altitude to 200 feet. It is quite limiting, notably in a news,

weather, and information presentation role (consider for instance, tornado impact

reporting, a common and critical subject for television stations in Missouri) for

Petitioner to provide the expected public service and maintain 500 feet separation

from persons, vessels, vehicles, and structures, particularly with a 200-foot COA

altitude imitation. Petitioner's UAS is equipped with optional Prop Guards for

further safety to people. Petitioner would at all times maintain particular attention

to safety in takeoff and landing to maintain distance from all non-participating

persons, but flight of a 3 pound UAS rather than a helicopter provides infinitely less

risk to persons and property. An equivalent level of safety will be achieve without

this limitation.

2) It is requested that the limitation (commonly item 27 in grant letters),

specifying flight over private property or controlled-access areas with advance

permission, not be applied to this grant. Helicopters and fixed wing aircraft are not

subject to advance permission requirements for flight over private property, nor are

UAS flights for hobby or recreation. Such flight may be necessary to Petitioner's role

in serving the public interest; in fulfilling its FCC license mandate; may be quite

fleeting in nature; and poses virtually no risk to people or property, given the nature

of the UAS the operator is flying, its technology-driven safety provisions, and the

care and attention to safety that Petitioner has, and will, apply to its flight

operations. An equivalent level of safety will be maintained without this limitation.

Such adjustments may be made to serve the public interest, to enhance Petitioner's

flexibility, efficiency and effectiveness of its UAS operations, will maintain an

equivalent level of safety, and can better meet the FAA Administrator's stated

commitment "to the safe and efficient integration of UAS into the NAS" ("Integration

of Civil Unmanned Aircraft Systems in the National Airspace System Roadmap"), and

Congress's objective in Sec. 332 of the Reform Act to attain "safe and routine

operation of civil unmanned aircraft systems in the national airspace system."

Summary and Publishing in the Federal Register

Petitioner believes this Petition may be considered under the FAA's "summary grant

process" where, as permitted under Section 333 of the Reform Act, the Secretary of

Transportation may determine if certain low-risk UAS operations can be authorized,

and can issue a summary grant when it finds it has already granted a previous

exemption similar to the new request. Petitioner believes that this Petition fits

directly within the aerial data collection category of Exemption requests, for which

hundreds of Exemption grants have been issued to date. Given this, Petitioner

believes that good cause exists for not publishing a summary of the Petition in the

Federal Register because the requested exemption would not set a precedent, and

any delay in acting on this Petition would be detrimental to the Petitioner.

If Publication in the Federal Register is deemed necessary, the following is provided.



### 10Summary That Can Be Published In The Federal Register:

The Rules From Which KY3, Inc. Seeks Exemption:

KY3, Inc. seeks exemption from the requirements of 14 C.F.R Sections

61.23(a) & (c), 61.101(e)(4) & (5), 61.113(a), 61.315,(a), 91.7(a), 91.119(c),

91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and

91.417(a) & (b).

A Brief Description Of The Nature Of The Exemption KY3, Inc. Seeks:

This exemption will permit KY3

, Inc. to commercially operate an Unmanned

Aircraft System (UAS) for the purpose of conducting aerial video and

photography over certain areas of the United States.

Conclusion

As set forth above, Petitioner seeks an exemption pursuant to 14 C.F.R § 11.61 and

Section 333 of the Reform Act, which will permit safe operation of the DJI Phantom

1 UAS commercially for the limited purpose of conducting aerial video and

photography (aerial data collection) over certain areas of the United States. By

granting this Petition, the FAA Administrator will be fulfilling the Congressional

mandate of the Reform Act of 2012, while also advancing the interests of the public,

by allowing Petitioner to safely, efficiently, and economically operate the DJI

Phantom 1 UAS commercially within the National Airspace System. Petitioner

respectfully requests that the Administrator grant this Petition for an exemption

from the requirements the F ARs cited in the Petition to operate the DJI Phantom 1

UAS commercially for the purpose of conducting aerial video and photography over

certain areas of the United States.

Thank you for your consideration of this Petition.

Sincerely,

Brian McDonough, President and General Manager

KY3, Inc.

999 W. Sunshine

Springfield, Mo. 65807

Phone: ( 417) 268-3010

Email: bmcdonough@ky3.com

11Serving as an agent and consultant in the preparation of this Petition:

Berl Brechner

NewsDrones ®

540 N. State Road

Briarcliff Manor, NY 10510

914-941-7146

Appendices:

Phantom Advanced Manual (EN) v1.4

DJI Phantom 1 technical specifications



### 12

### Appendices

Submitted with Petition of KY3 Inc.

October 8, 2015

Phantom I Advanced Manual (EN) v1.4

DJI Phantom 1 technical specificationsPHANTOMIndexINDEX.........................................................................................................................2AlSOFTWAREANDDRIVERINSTALLATION..................................................................3AdvancedManualA2CONFIGURATIONANDFIRMWARE&SOFTWAREUPGRADE.....................................3v1.4A3LINKINGTHETRANSMITTERANDRECEIVER............................................................42013.03.22RevisionA4CHANGINGTHECONTROLMODEOFTHETRANSMITTER.........................................5ASTRANSMITTERCAUBRATION..................................................................................7A6MOUNTCAMERAANDCAMERAFRAME.................................................................8A71NTELLIGENTORIENTATIONCONTROL(IOC)FLIGHT(WITHGPS&COMPASSMODULE)...................................................................................................................................9ABMAINTENANCE.....................................................................................................11,©2013DJIInnovations.AllRightsReserved.1I©20J3DJIInnovations.AllRightsReserved21A 1SoftwareandDriverInstallationMakesuretousetheNAZA-Massistantsoftwareof2.0version(orabove2.0)tocarryoutfirmwareupgradeandparameterconfiguration.DONOTusetheNAZA-Massistantsoftwarebellow2.0version.1.PleasedownloadthedriverpJIDriverlnstalle!JandNAZA-MassistantsoftwarefromthePHANTOMpageofDJIwebsite(http://www.dji-innovations.com/products/phantomldownloadsl).2.ConnectthePHANTOMandthePCviatheUSBcable,poweronthePHANTOMsystem.3.RuntheJ)JIDriverInstalled,andfollowtheinstructionsstrictlytofinishinstallation.4.Runtheassistantsoftwareinstaller,andfollowtheinstructionsstrictlytofinishinstallation.A2ConfigurationandFirmware&SoftwareUpgrade1.Poweronyourcomputer.MakesurethecomputerisconnectedtotheInternetforthefirsttimeyouuse.2.Switchonthetransmitterfirst,thenpowerontheaircraft.ConnecttheaircrafttothePCwiththeUSBcable.DONOTbreaktheconnectionuntilconfigurationorupgradeisfinished.3.Pleaserefertothe"Assembly&Conflguration->Step3"sectionofNAZA-MQuickStartGuidetogetthedetailofassistantsoftwareusage.4.Refertothe"Appendix->Firmware&AssistantSoftwareUpgrade'sectionofNAZA-MQuickStartGuidetogetthedetaffofassistantsoftwareusage.5.IfManualModeisrequired,pleaseselect"Manual'fromthedropdownlistofBasic->RC->ControlModeSwitchintheassistantsoftware.Refertothe'FlyingTest->Step1ControlModeKnowledge"sectionofNAZA-MQuickStartGuidetogetthedetailabouttheManualMode.©2013DJIInnovations.AiiRightsReserved3IA3LinkingtheTransmitterandReceiverThelinkingofthetransmittertothereceiverofthePHANTOMwascarriedoutbeforetheyleftthefactory.Ifnecessaryyoucanlinkthetransmittertothereceiverasfollows,forexampleyoureplacethetransmitter.ThedefaultreceivertypeisPPM.DONOTusethePHANTOMtransmitter(receiver)withthethirdpartyremotecontrolequipment.1.PleaseremovethehousingbyreferringtothesectionofA8Maintenance->RemovetheHousing.2.Locatethereceivermoduleaccordingtothefollowingfigure.3.Afterpoweringontheaircraftandthetransmitter,iftheLEDindicatorofthereceiveronthecontrolboardislitsolidred,thismeansthereceivercurrentlyhasnoconnectionwithanytransmitter.4.PressdownthelinkbuttonformorethantwosecondsuntiltheLEDindicatorblinks,thenreleasethebutton.5.Pushthethrottlesticktothelowestpositionandtumonthetransmitter.TheniftheLEDindicatorofthereceiverturnsoff,thelinkbetweenthetransmitterandthereceiverhassucceeded.(LinkingoperationcanbedoneonlywhentheLEDindicatorofthetransmitter changestoblinkingred.)Note:•Ifthetransmittercan'enterthelinkingmode,pleasecheckthatthethrottlestickliesinthelowestposition.•YoucanuseyourRICsystemnormallyonlyafter thelinkingisdonesuccessfully.----··----···--------ReceiverModule----iLinkButton---•©2013DJIInnovations.AllRightsReserved,41A4ChangingtheControlModeoftheTransmitterYoucanchangetheoperationmodeofthetransmitteraccordingtothefollowingproceduresifnecessary.(TheoperationmodeofMode1andMode2areshownasbelow.)MakesuretocarryouttheA5TransmitterCalibration,iftheControlModeoftheTransmitterischanged.Mode1:•Throttle,itcannotholdthecentralpositionwhenreleased.•Roll,itcanreturntothecentralpositionwhenreleased.1111Pitch,itcanreturntothecentralpositionwhenreleased.1111Yaw,itcanreturntothecentralpositionwhenreleased.Model2:IIIIThrottle,itcannotholdthecentralpositionwhenreleased.•Roll,itcanreturntothecentralpositionwhenreleased.•Pitch,itcanreturntothecentralpositionwhenreleased.1111Yaw,itcanreturntothecentralpositionwhenreleased.1.RemovetherightThrottleRatchetplateandtheRatchetNut.AssembletheRatchetNuttotheNutHoleLocation,andfixtheThrottleRatchetontotheRatchetNutandtheScrewHoleLocation.AdjustthescrewheightoftheThrottleSupporttochangethetension,soastogiveyoutherequiredoperatingfeel.2.RemovetheleftCenteringUnitandtheCenteringSpring.AssemblethemtothecorrespondingpositionoftheRightpart(Closetothemiddlelocationofthetransmitter).ThenadjusttheheightoftheAdjustingScrew,soastogiveyoutherequiredoperatingfeel.(Note:Becarefulnottoexcessivelytensionthespringwhenmovingandfixing,toavoiddamage.)3.ExchangetheconnectorsofChannel2(AIN2)andChannel3(AIN3).(Note:Takecareabouttheconnectordirection.)Mode2©2013DJIInnovations.AllRightsReserved..Ndf2ScrewHoleLocationCenteringUnit3AdjustingScrew4RatchetNut5ThrottleRatchet63rdChannel72ndChannel8CenteringSpring9NutHoleLoction5IThefollowingfigureshowsthesuccessfulchangeoftransmittermodetoMode1.f,©20l3DllInnovations.AllRightsReserved6\A5TransmitterCalibrationIfthecontrolmodeofthetransmitterischangedorcalibrationhasnotbeencarriedoutforalongtime,transmittercalibrationisnecessary.IOCSwitch----,S2Joysticlt1/Pitch(Mode1)/Throttle(Mode2•Yaw+•+•Power..----ControlModeSwitchf}GPSRATTIOATTISlm-------JoystickThrottle(Mode1)/Pitc,a.(Mode2)+;+RollCL:CourseLockHL:HomeLock1.SettheswitchS2attheOFFposition,andtheswitchS1attheGPSposition2.3.PushtheThrottlesticktothetopposition,andpushthePitchsticktothe topposition.KeepthePitchstickatthetoppositionmanuallysinceitcanreturntothecentralpositionwhenreleased.TurnonthePowerSwitchofthetransmitter,youshouldheartheindicatorsoundof"Di-DiDi"fromthetransmitterrepeatedly.ToggletheswitchS2totheCLposition,youshouldhearanindicatorsoundof'Di"fromthetransmitter,inthiscase,thetransmitterhasenteredthecalibrationmode.(Duringthisperiod,theThrottlestickandthePitchstickmustbekeptatthetoppositionallthetime.)4.ReleasethePitchstickandpulltheThrottlesticktothecentralposition.Toggletheswitch51totheATTlposition;youshouldhearanindicatorsoundof"Di"fromthetransmitter.Thenmove allofthesticksthroughouttheircompleterangeseveraltimes.Afterthis,puttheThrottlesticktothebottomposition,andtoggletheswitchS2totheHLposition,youshouldhearanindicatorsoundof"Di"fromthetransmitter,inthiscase,thetransmitterhasbeencalibratedsuccessfully.·©20l3DJIInnovations.AllRightsReserved7IA6MountCameraandCameraFramePleasemounttheCameraandcameraFrameifnecessary.( 1 )MounttheCameratotheCameraFramelif=( 2 )MounttheCameraandCameraFrametotheaircraftMakesuretousethededicatedcrossscrewsofthetypeM3.0*6,sinceanoverlongscrewwillpuncturethebatterybypassingthroughthebatterycompartmentandcouldleadtoexplosionorfire.©2013DTIInnovations.AllRightsReserved8IA 7IntelligentOrientationControl(IOC)Flight(withGPS&compassmodule)MakesuretoopentheIOCfunctionintheNAZA-Massistantsoftwarebeforeusing.DefinitionofForwardDirection:Quad-rotorwillflyalongthisdirectionwhenyoupushtheelevatorstick.GraphicDescriptionIJPNosedirectionBeforeYouStart.....Forwarddirection•Homepoint••••Over1OmfromHomepointUsually,theforwarddirectionofaflyingaircraftisthesameasthenosedirection.ByusingIOC,whereverthenosepoints,theforwarddirectionhasnothingtodowithnosedirection:•Incourselockflying,theforwarddirectionisthesameasarecordednosedirection.Seethefollowingfigures(Theredandbluearrowsonthetransmitteriscorrespondingtopitchandrolloperations):•Inhomelockflying,theforwarddirectionisthesameasthedirectionfromhomepointtoaircraft.Seethefollowingfigures(Theredandbluearrowsonthetransmitteriscorrespondingtopitchandrolloperations):+•••••UsuallypointInhomelock/pointMethodofForwardDirection&HomePointRecordingIfyouusetheIOCfunction,pleasekeeptheForwardDirectionofCourseLockFlyingandthehomepointofHomeLockFlyinginmindatanytime.Therearetwowaystorecordtheforwarddirectionandthehomepoint:ManuallyandAutomaticaily.Youmaychooseanyonerecordmethod.30secondsafteryoupowerontheAutomaticallyquad-rotor.ManuallySwitchtheS2betweenOFFandCLpositionquickly3to5timestorecordcurrentnosedirectionasnewforwarddirectionafteryoupoweronthequad-rotorfor30s.(OFF->CL->OFFisonetime.):Q201 3DJ!Innovatons.AllRightsReservedWhen6ormoreGPSsatellitesarefound,youcantoggletheS2switchbetweenCLandHLpositionquickly3to5timestorecordthecurrentpositionofthequad-rotorasthenewhomepoint.(CL->HL->CLisonetime.)91IOCFlyingTestRealizeanIOCflightbythefollowingprocedures.STE\:l3:OFF$,.64:"ONagatri.:,'''·''''---'-'''-. .CourseLockSwitchSettingRecordforwarddirectionSetswitchS1toGPSorArnposition,S2toCLposition••SetswitchS2ToggleswitchS2fromtoOFFpositionOFFtoCLpositionHomeLock'••••'w.,SwitchSettingRecordhomepoint•••positionandS2toHLposition.,....'....SetswitchS2!ToggleswitchS2fromtoOFFposition!OFFtoHLpositionIOCFLYINGNOTES!! !•LEDwillblinkequicklyifrecordingissuccessful.LEDwillblinkbetween•andeslowlytoindicatetheIOCmodeonlywhenMCisreadytoflyincourselockorhomelockmodes.•Homelockflyingrequiresthat6ormoreGPSsatellitesarefoundandtheaircraftisfurtherthan1Omawayfromthehomepoint.•Beforeyoudothehomelockflight,youhavetoflytheaircraftoutofthe1Omrangearoundhomepoint,andthenfliptheswitchS2toHLpositiontoflyinhomelockwhenalltherequirementsaremet.IfyouhavealreadytoggledtheswitchS2toHLpositionwhentheaircraftisstillin1Omrangearoundhomepoint,andthisisthefirsttimeyouaregoingtoflyinhomelockduringthecurrentflight,thenifalltherequirementsaremet,MCwillchangeintohomelockautomaticallywhentheaircraftfliesoutofthe1Omrangearoundhomepoint.••••WhenflyinginHomeLockmode,ifanyofthefollowingsituationshappen,thenthesystemwillquitHomeLockflyingandautomaticallyenterCourseLockflying.TheaircraftwillflyinCourseLockusingtheearlierforwarddirection.1.Theaircraftfly'swithin10mrangeofthehomepoint.2.YoutogglethecontrolmodeswitchtotheATTl.Mode.3.TheGPSsignalbecomesbad(TheGPSsignalLEDisblinkingRedtwiceorthreetimes).Whentheaircraftisflyinginhomelockmodefarawayfromyouandthehomepoint,pleasedonottoggletheIOCswitchmanytimesquicklysoastoavoidthechangeofhomepointwithoutyouintentionallyknowing.Wesuggestthatyoushouldknowclearlywhichflightlockmethodyouaregoingtofly,andyouknowthelockedforwarddirectionorhomepoint,beforeyouswitchonIOCmodeduringtheflight.Continuouslyspinningtheaircraftinflightwillcauseayawerror.Inthiscase,youcanstoporslowdownthespinning,soastohavebetterflightperformance.©2013DnInnovaTions.AllRightsReserved10IA 8Maintenance1.RemovetheHousing1.Removeallthenutsandpropellersbyusingtheassistantwrench.2.RemovethescrewsmarkedinthefigurebelowusingaPhillipsScrewdriverandaHexagonScrewdriver,andthenremovethehousing.Note:•PleaS!ltakegoodcareoftheremovedparts,forexample,screws.Makesuretokeepthemsafeandawayfromchildren.•DONOTuseanythreadlocker,sincethethreadlockermaycorrodetheshellofPhantom,maycausefractures.G>e©2013DJIInnovations.AllRightsReserved.•••...·®1112.ExtensionPowerThereisanextensionpowercableinthePhantomforDIYuse.ThevoltagefromtheExtensionPowerCableisthesamevoltageasthepowerbattery.Theredcableisforpositiveandthegreycableisfornegative.Makesuretokeeptheredcableandthegreycableseparated,toavoidshortcircuit.©2013DJIInnovations.AllRightsReserved.12I

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OJI Phantom 1 Specifications, from OJI

(Source: https://www.dji.com/product/phantom/spec)

Size and Weight

Basic Parameters Operating Temperature -1 0°C

### ~ 50°C

Power Consumption 3.12W

Take-offWeight <1200g

Hovering Accuracy (GPS Mode) Vertical: 0.8m

Horizontal: 2.5m

Max Yaw Angular Velocity 200°/s

Max Tilt Angle 45°

Max Ascent I Descent Speed 6m/s

Max Flight Velocity 1 Om/s

Diagonal distance (motor center to motor center) 350mm

Phantom Prop Guard Weight(Single):l8.7g

Size(Single): Angle(155.0°) Radius(112.32mm)

Whole Size with Four Prop Guards: 575.5mm

ESC Sound Introduction Ready /1234567

Throttle stick is not at bottom BBBBBB

...

Input signal abnormal B-B B

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Input voltage abnormal BB-BB-BB-BB

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Charger & Battery Parameters Charger AC Input 100-240V

Charge Current 1A/2A/3A

Current Drain for Balancing 200mA

Power20W

Battery Type LiPo



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### TX Parameters Working Frequency 2.4GHz ISM

Control Channels 7 Channels

Communication Distance 1 OOOm

Receiver Sensitivity (1 %PER) 

## > -1 OOdBm

Power Consumption of TX 

## < 20dBm

Working Current Nottage 52 mA@6V

AA Battery 4 Required

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