### July 17, 2015

Exemption No. 1 2079 Regulatory Docket No. FAA

– 20 15

– 1232

Mr. Johnny Faber Falcon Aerobotics, LLC 4401 E ast Holmes Street Tucson, AZ 85711

Dear Mr. Faber :

This letter is to inform you that we have granted your request for exemption. It transmits our decision, explains its basis, and gives you the conditions and limitations of the exemption, including the date it ends.

By letter dated January 9, 2015 , you petitioned the Federal Aviation Administration (FAA) on behalf of Falcon Aerobotics, LLC ( hereinafter petitioner or operator ) for an exemptio n . The petitioner requested to operate an unmanned ai rcraft system (UAS) to conduct aerial videography

, cinematography

, and inspections

.
See Appendix A for the petition submitted to the FAA des cribing the proposed operations and the regulations that the petitioner seeks an exemption

.
The FAA has determined 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

.

Airworthiness Certification

The UAS proposed by the petitioner are the Bixler 2 and Bumblebee

.
The petitioner requested relief from 14 CFR part 21, C ertification procedures for products and parts, Subpart H

— Airworthiness Certificates

. In accordance with the statutory criteria provided in Section 333 of P ublic Law 112

− 95 in reference to 49 U

. S

. C

. § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the

### 2

aircraft and its operation, the Secretary of Transportation has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 14 CFR part 21

, C ertification procedures for products and parts, Subpart H

— Airworthin ess Certificates , and any associated noise certification and testing requirements of part 36, is
not necessary.

The Basis for Our Decision

You have requested to use a UAS for aerial data collection 1



### . The FAA has issued grants of exemption in circumstances similar in all material respects to those presented in your petition. In Grants of Exemption No s

. 11062 to Astraeus Aerial ( see Docket No. FAA−2014−0352), 11109 to Clayco, Inc. ( see Docket No. FAA

− 20 14

− 0507), 11112 to VDOS Global, LLC ( see Docket No. FAA−2014−0382), and 11213 to Aeryon Lab s , Inc. ( see Docket No. FAA−2014−0642), the FAA found that the enhanced safety achieved using an unmanned aircraft (UA) with the specifications described by the peti tioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public i nterest.

Having reviewed your reasons for requesting an exemption, I find that

—

• They are similar in all material respects to relief previously requested in Grant of Exemption Nos. 11062, 11109, 11112, and 11213 ;

• The reasons stated by the FAA for granting Exemption Nos. 11062, 11109, 11112, and 11213 also apply to the situation you present; and

• A grant of exemption is in the public interest.

Our Decision

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Falcon Aerobotics, LLC is granted an exemption from 14 CFR §§ 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), and 91.417(a) and (b), to the extent necessary to allow the petitioner to opera te a UAS to perform aerial data collection

. This exemption is subject to the conditions and limitations listed below.

1 Aerial data collection includes any remote sensing and measuring by an instrument(s) aboard the UA. Examples include imagery (photography, video, infrared, etc.), electronic measurement (precision surveying, RF analysis, etc.), chemical measurement (part iculate measurement, etc.), or any other gathering of data by instruments aboard the UA.

### 3

Conditions and Limitations

In this grant of exemption, Falcon Aerobotics, LLC is hereafter referred to as the operator.

Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption.

1. Operations authorized by this grant of exemption are limited to the Bixler 2 and Bumblebee when weig hing less than 55 pounds including payload. Proposed operations of any other aircraft will require a new petition or a petition to amend this exemption

.

2. Operations for the purpose of closed

- set motion picture and television filming are
not permitted.

3. The UA may not be operated at a speed exceeding 87 knots (100 miles per hour). The exemption holder may use either groundspeed or calibrated airspeed to determine compliance with the 87 knot speed restriction. In no case will the UA be operated at airspe eds greater than the maximum UA operating airspeed recommended by the aircraft manufacturer.

4. The UA must be operated at an altitude of no more than 400 feet above ground level (AGL). Altitude must be reported in feet AGL.

5. The UA must be operated within visual line of sight (VLOS) of the PIC at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s FAA

- issued airman medical certificate or U.S. driver’s license.

6. All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the PIC and VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maint ains VLOS capability. The VO and PIC must be able to communicate verbally at all times ;

e lectronic messaging or texting is not permitted during flight operations. The PIC must be designated before the flight and cannot transfer his or her designation fo r the duration of the flight. The PIC must ensure that the VO can perform the duties required of the VO.

7. This exemption and all documents needed to operate the UAS and conduct its operations in accordance with the conditions and limitations stated in thi s grant of exemption, are hereinafter referred to as the operating documents. The operating documents must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limita tions in this exemption and the procedures outlined in the operating documents,

### 4

the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The ope rator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator or any law enforcement official upon request. The operator must also present up dated and revised documents if it petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for an amendment to its grant of exemption. The FA A’s UAS Integration Office (AFS− 80) may be contacted if questions arise regarding updates or revisions to the operating documents.

8. Any UAS that has undergone maintenance or alterations that affect the UAS op eration or flight characteristics, e.g.

, replacement of a flight critical component, must undergo a functional test flight prior to conducting further operations under this exemption. Functional test flights may only be conducted by a PIC with a VO and mu st remain at least 500 feet from other people. The functional test flight must be conducted in such a manner so as to not pose an undue hazard to persons and property.

9. The operator is responsible for maintaining and inspecting the UAS to ensure that it i s in a condition for safe operation.

10. Prior to each flight, the PIC must conduct a pre

- flight inspection and determine the UAS is in a condition for safe flight. The pre

- flight inspection must account for all potential discrepancies, e.g.

, inoperable comp onents, items, or equipment. If the inspection reveals a condition that affects the safe operation of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight.

11. The operator must follow the UAS manufacturer’s maintenance, overhaul, replacement, inspection, and life limit requirements for the aircraft and aircraft components.

12. Each UAS operated under this exemption must comply with all manufacturer safety bulletins.

13. Under this grant of exemption, a PIC must hold either an airline transport, commercial, private, recreational, or sport pilot certificate. The PIC must also hold a current FAA airman medical certificate or a valid U.S. driver’s license issued by a state, the District of Col u mbia, Puerto Rico, a territory, a possession, or the Federal government. The PIC must also meet the flight revi ew requirements specified in 14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certifi cate.

### 5

14. The operator may not permit any PIC to operate unless the PIC demonstrates the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC qualification flight hours and currency must be logged in a manner consistent with 14 CFR § 61.51(b). Flights for the purposes of training the operator’s PICs and VOs (traini ng, p roficiency, and experience

- building) and determining the PIC’s ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption are permitted under the terms of this exemption. However, training operations ma y only be conducted during dedicated training sessions. During traini ng, proficiency, and experience

- building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distanc e from nonparticipants in accordance with 14 CFR § 91.119.

15. UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight r ules (SVFR) are not authorized.

16. The UA may not operate within 5 nautical miles of an airport reference point (ARP) as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an ARP, the center of the airport symbo l as denoted on the current FAA

- published aeronautical chart, unless a letter of agreement with that airport’s management is obtained or otherwise permitted by a COA issued to the exemption holder. The letter of agreement with the airport management must be mad e available to the Administrator or any law enforcement official upon request.

17. The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

18. If the UAS loses communications or loses its GPS sign al, the UA must return to a
pre

- determined location within the pr ivate or controlled

- access property.

19. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough available power for the UA to conduct the intended operation and to operate after that for at least five minutes or with the reserve power recommended by the manu facturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All operations shall be cond ucted in accordance with an ATO

- issued COA. The exemption holder may apply for a new or amended COA if it intends to conduct
op erations that cannot be conducted under the terms of the attached COA

.

### 6

22. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N− Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

23. Documents used by the operator to ensure the safe operation and flight of the UAS and any documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request.

24. The UA must remain clear and give way to all manned aviation operations and activities at all times.

25. The UAS may not be operated by the PIC from any moving device or vehicle.

26. All Flight operations must be conducted at least 500 feet from all nonpartici pating persons, vessels, vehicles, and structures unless:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons r emain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately in a manner ensuring the safety of nonparticipating persons ; and b. The owner/ controller of any vessels, vehicles or structures has granted permission for operating closer to those objects and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard

.
The PIC, VO, operator trainees or essential persons are not considered nonparticipating persons under this exemption.

27. All operations shall be conducted over private or control led

- access property with permission from the property owner/controller or aut horized representative. Permission from property owner/controller or authorized representative will be obtained for each flight to be conducted.

28. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the opera tional area as defined by the applicable COA must be reported to the FA A's UAS Integration Office (AFS− 80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov

.

### 7

If this exemption permits operations for the purpose of closed

- set motion picture and television filming and production, the following additional conditions and limitations apply.

29. The operator must have a motion picture and television operations manual (MPTOM) as documented in this grant of exemption.

30. At least 3 days before aerial filming, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local Flight Standards District Office (FSDO) with jurisdiction over the a rea of proposed filming. The 3

- day notification may be waived with the concurrence of the FSDO. The plan of activities must include at least the following:

a. Dates and times for all flights; b. Name and phone number of the operator for the UAS aerial filming conducted under this grant of exemption;

c. Name and phone number of th e person responsible for the on

- scene operation of the UAS; d. Make, model, and serial or N− Number of UAS to be used;

e. Name and cer tificate number of UAS PICs involved in the aerial filming; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list of those who gave permission must be made availa ble to the inspector upon request;
g. Signature of exemption holder or representative; and h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which filming will be conducted and the altitudes

es sential to accomplish the operation.

31. Flight operations may be conducted closer than 500 feet from participating persons consenting to be involved and necessary for the filming production, as specified in the exemption holder’s MPTOM.

Unless otherwise spe cified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91.

### 8

This exemption terminates on July 31, 2017 , unless sooner superseded or rescinded.

Sincerely,

/ s/ John S. Duncan Director, Flight Standards Service

Enclosures

### January 9, 2015

U. S. Department of Transportation Docket Management System 1200 New Jersey Ave, SE Wa shington, DC 20590 **Re:** Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 C.F.R. 45.23(b); 14 C.F.R. Part 21; 14 C.F.R. 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b) 

### Dear Sir or Madam, I, Johnny Faber am writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained within 14 C.F.R. 11, to request that I, Johnny Faber

, an owner and operator of small unmanned aircraft, be exempted from the Federal Aviation Regulations (“FARs”) listed below so that I, Johnny Faber , may operate m y small ultra lightweight unmanned aircraft system (“UAS”) in commercially regulated airspace by the Federal Aviation Administration (“FAA”). As described herein I, Johnny Faber , have experience in flying hobby helicopters and planes for recreational purpo ses for the past eighteen (1 5 ) years. I have flown small and large remote control (RC) gas and electric aircraft models for those eighteen (1 5 ) years without incident and pledge my continued commitment to safety on all future flights. Following exemption a nd approval by the FAA, I, Johnny Faber , will primarily use my hobby grade Multi

- copter 1 

### and fixed wing 2 

### UAS equipped with cameras for the following applications: aerial videography/cinematography to enhance academic community awareness for individuals and companies unfamiliar with the geographical layout of the metro Tucson and surrounding areas; augmentation of real estate listing videos; and the creation of visual and topography layout videos for Search and Rescue (SAR) missions for state and local agenc y’s, education, agricultural inspections and building and construction zone inspections.
1 Appendix A

- Bixler 2 Operator Manual 2 Appendix B

- Quad

- Copter Operator Manual


### My, Johnny Faber’s , exemption request would permit the operation of ultra lightweight, unmanned (i.e. piloted by remote control) UAS’s for the development of community and government use videos, permissible within property boundaries for individual homeowners and within in tightly controlled, limited airspaces predetermined in a reas away from the general public, airports, heliports and vehicular traffic. Currently, similar lightweight, remote controlled UAS's are legally operated by unmonitored amateur hobbyists with no safety plan or controls in place to prevent catastrophe. W it h that in mind, I, Johnny Faber , have personally installed safety protocols and controls 6 

### to avoid and prevent public hazard, as well as any catastrophic manned aircraft hazard. Furthermore, it is my intent to assist future FAA safety protocols and regulat ions exclusive to lightweight UAS's for specific video and photography usage by sharing information with the FAA as I, Johnny Faber

, record flight data and other pertinent information gained through permitted flight operations. In addition, granting my, Jo hny Faber’s , exemption request will comply with the Secretary of Transportation’s (FAA Administrator’s) instructions to not only integrate UAS's into the national airspace system, but to “...establish requirements for the safe operation of such aircraft sy stems [UAS's] in the national airspace system” under

### Section 333(c) of the Reform Act specific to the use of UAS's for real estate/Realtor

purposes, educational videos, Search and Rescue, land/trusts inspections, and structure inspections, to aid state and local agency’s. Further I, Johnny Faber will conduct my operations in compliance with the protocols described herein or as otherwise established by the FAA. For the reasons stated below, I, Johnny Faber respectfully request the grant of an exemption allow ing me to operate ultra lightweight, remote controlled UAS’s to aid academic community awareness, to benefit/stimulate attraction to the metro Tucson area and to enhance personal and public video feeds. A grant that will ultimately allow UAS’s to play a more positive role in our local community by increasing employment opportunities, heightening security measures and decreasing government expenditures by reducing the need for heavier manned aircraft, containing costly, combustible fuel

- a poten tial public hazard in and of itself. 6 Appendix F

- Personal Protocols and Controls

I. Contact Inform ation: Johnny Faber Falcon Aerobotics , LLC 4401 E Holm es Street Tucson, AZ 85711 Office: (520) 323

- 0014 Mobile: (520) 245

- 3329 Em ail: Johnnyfaber@gmail.com II. The Specific Sections of Title 14 of the Code of Federal Regulations From Wh ich Johnny Faber Requests Exem ption are: 14 CFR 21; 14 C.F.R. 45.23(b); 14 CFR 61.113 (a) & (b); 14 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b). III. The Extent of relief Johnny Faber Seeks and the Reason He Seeks Such Relief: I, Johnny Faber subm it this application in accordance with the Reform Act, 112 P.L. 95 §§ 331

- 334, seeking relief from any currently applicab le FARs operating to prevent
me, Johnny Faber contem plated commercial cinem atic, academ ic and other flight operations within the national airspace system . The Reform Act in Section 332 provides for such integration of civil unm anned aircraft system s into our national airspace system as it is in the public’s interest to do so. My, Johnny Faber’s , ultra lightweight UAS meets the definition of “sm all unm anned aircraft” as defined in Section 331 and the refore the integration of m y ultra light weight UAS is expressly contemplated by the Reform Act. I w ould like to operate m y ultra lightw eight UAS prior to the tim e period by which the Reform Act requires the FAA to promulgate rules governing such craft. Th ereby, providing direct experience and valuable inform ation for formal regulation that can be adm inistered uniformly to all related UAS aerial video and photography. The Reform Act guides the Secretary in determ ining the types of UAS's that m ay operate saf ely in our national airspace system. Considerations include: Theweight, size, speed and overall capabilities of the UAS's; W hether the UAS w ill be

operated near airports or heavily populated areas; and, W hether the UAS w ill be operated by line of sight. 1 12 P.L. 95 § 333 (a).



### Each of these items reflect in favor of an exemption for me, Johnny Faber

. My UAS’s utilize eight (8 ) or less rotating propellers for balance, control and stability. My UAS’s are equipped with the following via video and data telemetry : 1)Altimeter 2) Attitude indicator 3) Ground Speed indicator 4) Magnetic compass 5) Heading indicator 6) Vertical speed indicator 7) Course deviation indicator 8) Radio magnetic indicator 9) GPS location 10) Fuel consumption and Fuel Left with approximate time. 11) Loiter and circle mode. 12) Auto safety or RTL ( Return To Launch) 13) Auto landing technology. Each UAS weighing less than seven (7) pounds (far below the maximum 55 pound limit); Including camera(s) with or without gimbal (a camera stabilizer). I, Johnny Faber consider safety as foremost with each flight. My small unmanned aircraft is designed to hover in place, circle in a specific place or loiter( figure 8 flight) via GPS and can be operated in winds up to 17.379 knots (20mph) wind . For safety, stability and fear of financial loss I will not fly in winds exceeding 13 knots (15 mph). Built in safety systems include a GPS mode that allows my UAS to hover/circle in place or land when radio controls are released. Wi th six (6) modes to c hoose from, I will fly with the modes safest to complete the videos for aerial videography/photography and have the ability to choose the safest, most reliable and stable mode to prevent accident and hazard. Wh en pilot communication is lost, UAS is designe d slowly descend to point of takeoff and or to land at point of launch. Wi th an onboard flight controller

- APM2.5, it has the capabilities of geofencing **4** 

### which will prevent the craft from exceeding a set altitude or distance. No matter what causes the cra ft to breach those boundaries

- the craft is forced back within the boundary limits via the on board controller and will take over the craft to keep it within those set boundary lines and allow the pilot to regain control once the craft is within those bou ndaries. I, Johnny Faber will not operate my UAS near airports, hospitals nor police heliports, and do not operate near areas where general public is within fifty to one hundred (50

- 100) yards depending on location, conditions and weather. I am constantly on alert for any manned aircraft (police/medical helicopters, etc.) and prepared to land/abort immediately to the nearest and safest ground point should a manned aircraft

### approach my location or I suspect manned aircraft may

**4 A ppendix D** 

**- Computerized Con**  **trol Boards**

approach near my location. My UAS’s are capable of vertical and horizontal operations, and is flown only within my line of sight, as the remote control pilot. Utilizing battery power rather than combustible I, Johnny Faber will not operate my UAS near airports, hospitals nor police heliports, and do not operate near areas where general public is within fifty to one hundred (50

- 100) yards depending on location, conditions and weather. I am constantly on alert for any manned aircraft (police/medi cal helicopters, etc.) and prepared to land/abort immediately to the nearest and saf est ground point should a manned aircraft approach my location or I suspect manned aircraft may approach near my location. My UAS’s are capable of vertical and horizontal o perations, and is flown only within my line of sight, as the remote control pilot. Utilizing battery power rather than combustible fuels, flights generally last between three (3) to fifteen (15) minutes, with an altitude under one hundred fifty (150) feet. Six (6 )Smart Mode includes safe circle for operation, position hold, self

- leveling, altitude command, GPS, return home feature, and safety control to return home or land in the event of communication interruption between RC transmitter and UAS. See Append ix

A, and C

- Operator Manual. I, Johnny Faber utilize a fresh fully charged battery with each flight as a safety precaution; full flight time limit for each battery is eight (8) to twelve (30) minutes as tested. I do not operate my UAS at or below manufactu re recommend minimum charge levels for operation; preferring to remain well within a safe operating range to insure adequate communication between radio control and UAS to eliminate potential for crash, loss of control or hazard. Reserve batteries are at h and with each exercise to insure replacement for sufficient safe level of operation. I do not believe in taking risk that may cause a crash, that could create hazard to the public/property/manned aircraft, and have no desire to lose an investment. I have clocked numerous practice flights in remote areas as a hobbyist simulating flights for future commercial use to gain familiarization with the characteristics of this specific UAS's performance under different temper ature and weather conditions. I also practice computerized simulated flights to maintain adequate skills and response reflex time. All for the sake of safety. I, Johnny Faber

, am extremely cautious when operating of my UAS/ultra light weight unmanned aircraft and will not “create a hazard to users of the national airspace system or the public.” 112 P.L. 95 § 333 (b). Given the small size and weight of my UAS it falls well within Congress’s contemplated saf ety zone when it promulgated the Reform Act and the corresponding directive to integrate UAS's into the national airspace system. Johnny Faber’s UAS, used in hobby flight, has a demonstrable safety record and does not pose any threat to the general public or national security. IV. How Johnny Faber’s Re quest Wi ll Benefit the Public As A W hole: Aerial videography for geographical awareness, education, search and rescue, land management, structure inspections and for real estate marketing has been around for a long time through manned fixed wing aircraft a nd helicopters. For small budget companies, average homeowners and property owners the expense of such aerial videography is cost prohibitive. Only large companies and high end Realtors or luxury homeowners can afford to absorb such expense. Depriving non

- luxury owners and lower budget companies from a valuable marketing tool. Manned aircraft pose a threat to the public through potential catastrophic crash that the Tucson community has experienced in the past with military aircraft and medical helicopter

cr ashes within the city of Tucson. Each resulting in loss of life. **1 Appendix A**

**- Bixler 2 Operator Manual 2 Appendix B** 

**- Quad** 

**- Copter Operator Manual 3 Appendix C** 

**- Transmitter Controller Manual** 

Each with com bustible fuel that exploded and burned on im pact. Police helicopters havemade em ergency hard landings within city lim its. My, Johnny Faber’s , UAS poses no

such threat since size and lack of combustible fuel alleviates any potential threat to the public. Congress has already proclaim ed that it is in the public’s interest to integrate commercially flow n UAS's into the national airspace system , hence the passing of the Reform Act. Granting my, Johnny Faber’s , exemption request furthers the public interest through academ ic/visual awareness of the geographical benefits in and around the m etro Tucson area. My ultra light w eight UAS is battery powered and creates no em issions that can harm the environment. The consequence of m y ultra light w eight UAS crashing is far l ess than a full size helicopter or fixed wing aircraft; w hich are heavy, contain com bustible fuel and can cause catastrophic devastation to the public. The public’s interest is furthered by m inim izing ecological and crash threat by perm itting aerial video/ photo capture through my battery operated ultra lightweight UAS's. Perm itting me, Johnny Faber to immediately fly w ithin national air space furthers

econom ic grow th. Granting m y exem ption request substantially furthers the econom ic im pact for the metro Tuc son and surrounding community for com panies looking to relocate or build around the Tucson m etro area as well as individuals looking to relocate for career advancem ent through academ ic and geographical awareness. Both of which serve as a stim ulus to the co mmunity. V. Reasons W hy Johnny Faber’s Exem ption W ill Not Adversely Affect Safety Or How The Exem ption W ill Provide a Level of Safety At Least Equal To Existing Rule: My, Johnny Faber’s , exem ption w ill not adversely affect safety. Quite the contrary, for t he reasons stated perm itting me, Johnny Faber to log m ore flight time in FAA controlled airspace, with communication with the FAA, w ill allow m e to contribute to the innovation and im plem entation of new and novel, as of yet undiscovered safety protocols for Realtors, land and structured owners. For developm ent in cooperation with the FAA. In addition I, Johnny Faber subm it the following representations of enhancem ents to current aerial videography and photography: My UAS’s weigh less than seven (7) pounds com plete w ith a sm all ultra

- light weight high quality GoPro 3+ Black cam era; Mobius cam era or sim ilar; I only operate m y UAS below 200 feet (w ell within the 400 foot perm issible ceiling set by the FAA Modernization and Reform Act of 2012); My UAS only operate for 3

- 15 m inutes per flight; I land m y UAS prior to manufacturer recomm ended m inim um level of battery power; I pilot m y UAS through rem ote control only by line of sight; and have live video feed for a secondary pilot to m onitor video recordin g;


### My UAS’s have a GPS controlled main frame

- a flight safety feature whereby it hovers or circles and then lands at the GPS takeoff point if communication with the remote control pilot is lost; I actively record and analyze flight data through the APM ma in frame and other sources of information to constantly update and enhance safety protocols; I only operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas; I co nduct extensive preflight inspections and protocol, during which safety carries primary importance;

### I always obtain all necessary permissions prior to operation; and,

I have procedures in place to abort flights in the event of safety breaches or potential danger.

My, Johnny Faber’s , safety protocols provide a level of safety equal to or exceeding existing rules. It is important to note that absent the integration of commercial UAS into our national airspace system, helicopters are the primary means of ae rial video and photography for community awareness real estate, structured inspections, land management and search and rescue Wh ile the safety record of such helicopters is remarkably astounding, there has been local incident involving loss of life as well as extensive property damage; it is far safer to operate a battery powered ultra lightweight UAS. First, the potential loss of life is diminished because UAS's carry no people on board and I only operates my UAS in specific areas away from mass populations. Second, there is no fuel on board a UAS and thus the potential for fire or explosions is greatly diminished. Third, the small size and extreme maneuverability of my UAS allow me to remotely pilot away from and avoid hazards quickly and safely. Lastly, given its small size and weight, even when close enough to capture amazing images, my UAS need not be so close to the objects they are focused on through the technology and use of post editing software allowing pa n and zoom.

Accordingly, my UAS has been experimentally operated for familiarization/competency and will continue to operate at and above current safety levels. VI. A Summary The FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: A irworthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR §91.203(a)(1). The size, weight and enclosed o perational area of my, Johnny Faber’s , UAS permits exemption from Part 21 because my UAS meets (and exceeds) an equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificat e requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverabilit y and proximity to areas such as airports and dense populations. My, Johnny Faber’s , current and projected UAS's meet or exceed each of the elements. 14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no on board pilots or passengers, and given the size of the UAS' s, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a saf ety/flight manual delineating areas of where safety can be defined. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700 and 32827. 14 C.F.R. § 91.121 regarding altimeter settings is inapplicable insofar as my UAS utilizes electronic global positioning systems with a barometric sensor or controled GPS “geofenc ing” 14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations. They are inapplicable for the same reasons described above. The equivalentlevel of safety will be achieved by maintaining any such required c ertifications and

registrations by me, Johnny Faber

. B. 14 C.F.R. § 45.23: Marking of The Aircraft. Applicable Codes of Federal Regulation require aircraft to be marked according to certain specifications. My UAS are, by definition, unmanned. They therefor e do not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, two

- inch lettering is difficult to place on such small aircraft with dimensions smaller that minimal lettering requirement. Regardless, I will mark its UASs in the largest possible lettering by placing the word “EXPERIMENTAL” on its fuselage as required by 14 C.F.R. §45.29 (f) so that I the pilot, or anyone assisting me as a spotter with the UAV will see the markings. The FAA has previously issued exemptions to this regulation through Exemptions Nos. 8738, 10167, 10167A and 10700. C. 14 C.F.R. § 61.113: Private Pilot Privileges and Limitations: PIC. Pursuant to 14 C.F.R. §§ 61.113 (a) & (b), private pilots are limited to non

- commercial operations. I, Johnny Fa ber can achieve an equivalent level of safety as achieved by current Regulations because my UAS does not carry any pilots or passengers. Further, wh ile helpful, a pilot license will not ensure remote control piloting skills. The risks attended to the operat ion of my UAS is far less than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, allowing me, Douglas Trudeau, to operate my UAS meet and exceed current safety levels in relation to 14 C.F.R. §61.113 (a) & (b). D. 14 C.F.R. 91.119: Minimum Safe Altitudes. 14 C.F.R. § 91.119 prescribes safe altitudes for the operation of civil aircraft. It allows helicopters to be operated at lower altitudes in certain conditions. My UAS will never operate at an altitude greater than 200 AGL; safely below the standard of 400 AGL. I, Johnny Faber

will however operate my UAS in safe areas away from public and traffic, providing a level of safety at least equivalent to or below those in relation to minimum safe altitudes. Given the si ze, weight, maneuverability and speed of my UAS, an equivalent or higher level of safety will be achieved. E. 14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections. 10 Appendix E

- Saf ety/Flight Manual The above

- cited Regulations require, am ongst other things, aircraft owners and operators to “have [the] 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 discrepanci es repaired as prescribed in part 43 of this chapter. . . .”These Regulations only apply to aircraft w ith an airworthiness certificate. They w ill not, therefore, apply to m y, Johnny Faber’s , UAS. However, as a safety precaution I inspect m y UAS before and af ter each flight. A Summ ary The FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14 C.F.R. 91: Airw orthiness Certificates, Manuals and The Like. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirem ents for procurem ent of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of m y UAS perm its exem ption from Part 21 because m y, Johnny Faber’s , UAS meets an equivalent level of safety pursuant to Section 3 33 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirem ent under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exem pt UAS's from the airworthiness certificate requirem ent in consideration of the w eight, size, speed, maneuverability and proxim ity to areas such as airports and dense populations. MyUAS m eets or exceeds each of the elem ents. 14 C.F.R. 91.7(a) prohibits the operation

of an aircraft w ithout an airworthiness certificate. As no such certificate will be applicable in the form contem plated by the FARs, this Regulation is inapplicable. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. As there are no pil ots or passengers, and given the size of the UAS's, this Regulation is inapplicable. An equivalent level of safety will be achieved by maintaining a m anual. The FAA has previously issued exemptions to this regulation in Exem ption Nos. 8607, 8737, 8738, 929 9, 9299A, 9565, 9565B, 10167, m aintenance program that involves regular softw are updates and curative measures for any dam aged hardware. Therefore, an equivalent level of safety w ill be achieved. In summ ary, Johnny Faber seeks an exem ption from the follow i ng Regulations:14 C.F.R. 21, subpart H; 14 C.F.R. 45.23(b); 14 C.F.R. §§ 61.113 (a) & (b); 14 C.F.R. §91.7 (a); 14 C.F.R. § 91.9 (b)(2); 14 C.F.R. § 91.103(b); 14 C.F.R. § 91.109; 14 C.F.R. §91.119; 14 C.F.R. § 91.121; 14 C.F.R. § 91.151(a); 14 C.F.R. §§ 9 1.203(a) and (b); 14 C.F.R. § 91.405 (a); 14 C.F.R. § 91.407 (a)(1); 14 C.F.R. § 91.409 (a)(2); 14 C.F.R. § 91.409 (a ) (2); and, 14 C.F.R. §§ 91.417 (a) & (b) to comm ercially operate m y, Johnny Faber’s , small unm anned vehicle/lightweight

unm anned aircraft vehicle in comm unity aw areness, education, structural inspection land managem ent, search and rescue and real estate operations, and to develop econom ic platforms for the aforementioned to enhance the experience of those seeking to relocate, rebui ld in the me tro Tucson area.

Currently, the aforementioned aerial videography/photography relies primarily on the use of larger aircraft running on com bustible fuel. Posing potential risk to the public. Granting m y, Johnny Faber’s , request for exem ption w ill reduc e current risk levels and thereby enhance safety. My UAS craft do not contain potentially explosive fuel, is sm aller, lighter and m ore m aneuverable than conventional video and photographic aircraft with m uch less flight time.

Further, I operate at lower altitudes and in controlled airspace elim inating potential public risk flying to and from established airfields. I, Johnny Faber have been informally analyzing and recording flight information and will com pile safety protocols and the im plem entation of a fl ightoperations m anual for usage that exceeds currently accepted means and me thods for safe flight. Formal collection of information shared with the FAA will enhance the FAA's internal efforts to establish protocols for complying with the FAA Modernization and Reform Act of 2012. There are no personnel on board m y Johnny Faber’s , UAS and therefore the likelihood of death or serious bodily injury is significantly dim inished. My, Johnny Faber’s , operation of m y UAS, w eighing less than seven (7) pounds and trav elling at lower speeds within lim ited areas w ill provide an equivalent level of safety as that achieved under current FARs. Accordingly I, Johny Faber

, respectfully request that the FAA grant m y exemption request and am willing to cooperate in sharing info rmation to benefit the FAA, safety of m anned aircraft, and the general public at large.

Respectfully subm itted, Johnny Faber Falcon Aerobotics LLC 4401 E Holm es Street,Tucson, AZ 85711

# Appendix A

Bixler 2 Operator Manual 

# INSTRUCTIONS
CONTENTS 1 Fuselage 2 Right wing 3 Left wing 4 Horizontal stabilizer 5 Vertical stabilizer 6 Carbon fiber bar 

### 6 

# 3DR Plane

1 2 3 4 5 1 Audio/video (AV) cable 2 AV receiver power cable 3 AV receiver antenna 4 AV receiver 5 AV transmitter battery (air) 6 AV receiver battery (ground) 7 Telemetry

module (ground) 8 Telemetry

antenna (ground) 9 Propeller 10 Servo horn screws 11 Ailerons Y cable 12 Micro

- USB cable 13 USB extension cable 14 W ing screws 15 Main battery 16 Adhesive Velcro squares 1 Telemetry

(air) 2 Power module 3 A V transmitter 4 Camera 5 GPS module 6 Air speed sensor 7 AV transmitter power connector 8 On

- screen display board 9 APM 10 Input connectors 

### 1 2 3 5 6 7 810 11

12 13 14 15 

### 9 4 16 

### 1 2 5 6 7 9 10 

### 3 4 8 Bixler Assembly Manual Please refer to the assembly ma nual included with your plane to install main wings, stabilizers, and other parts of the plane’s frame. Use the Y

- cable to connect the aileron cables from the left and right wings. 

# WIRING APM OUTPUTS
Connect the servo and electronic speed controller (ESC ) wires to APM’s outputs pins in the order indicated below. Connect the white wire to the S pin (top row), the red wire to the + pin (center row), and the black wire to the

- pin (bottom row). Elevator Ailerons Throttle Rudder Connect the wires from the AP M inputs to the signal pins on your RC receiver. The wires are labeled with the channel they should connect to. Connect the black wire to a ground pin on the receiver, and connect the red wire to a power (five volts) pin on the receiver. 

# CONNECT RC RECEIVE R
APM inputs wires Connect inputs wires to RC receiver Servo cables are labelled by type. Connect them to APM’s output pins as shown. Your plane is now fully assembled. For software downloads and flying instructions, please visit plane.ardupilot.com . Happy fly ing! 

# POWER WIRING Connect the power module’s yellow XT60 connectors to the motor and

ma in batter y connectors. Connect the AV transmitter batter y to thered connector on the transmitter.

AV transmitter batter y Main batter y Motor power connector Power mo dule and transmitter power connector 

# BALANCING THE PLANE
Your plane’s center of gravity should be 71 mm from the leading edge. Please balance the plane at this point before flying, and move the main batter y as necessary to achieve the correct center of gra vity, 

# MOUNT TELEMETRY AIR MODULE
Use the adhesive Velcro squares to mount the telemetry radio air module to the side of the fuselage where it has a clear view of the sk y. Mission Planner is free, open

- source software providing multiplatform configuration and full

- featured waypoint mission scripting for autonomous vehicles. To install Mission Planner on your ground station computer (W indows only), visit ardupilot.com/downloads , select Mission Planner , and select sort by date (short link: goo.gl/Si5grC ). Se lect the most recent (top) MissionPlanner

- MSI (Microsoft installer package). 

## INSTALL SOFTWARE After selecting the most recent MSI, read the safety information and select Download : Download Open the downloaded file to run the Mission Planner Setup W izard. Select the option to proceed if prompted with a security warning. Mission Planner Setup W izard will automatically install the correct device drivers. Device Driver Installation W izard Mission Planner Downloads Screen 

## Mission Planner (6) « Downloads Sort b y: Title | Hits | Date
■ ■ MissionPlanner

- ZIP

- 1.2.62

■ ■ MissionPlanner

- MSI

- 1.2.62

■ ■ MissionPlanner

- ZIP

- 1.2.60

■ ■ MissionPlanner

- MSI

- 1.2.60

■ ■ MissionPlanner

- ZIP

- 1.2.61

■ ■ MissionPlanner

- MSI

- 1.2.61 Sort by date. Select top MSI to download most recent version. Mission Planner Setup W izard Mission Planner: Flight Data Screen Launch MissionPlanner to explore

the capabilities of yo ur autonomous vehicle! Mission Planner will notif y yo u when an update is available; please alway s run the mo st current version of Mission Planner. 

## CALIBRATE RADIO CONTROL Mission Planner’s RC calibration utility teaches APM to work with your RC transmitter. For more information on using Mission Planner or troubleshooting yo ur installation, please visit planne r.ardupilot.com

. Open Mission Planner. Connect APM to your

com puter using the provided micro

- USB cable. Wi ndows will automatically install the correct drivers for APM. In Mission Planner, select the COM port for Arduino Mega , set the Baud rate to 115200 , a nd select Connect

. Turn on your transmitter, and ensure it is set to airplane mode (not helicopter mode). In Mission Planner, navigate to Initial Setup

, Mandator y Hardware , and Radio Calibration . Select Calibrate Radio

. Move the transmitter’s sticks and mo de switches to all available positions until the red bars are set at the extremes for each control. Select Click when Done to complete RC calibration. APM USB port Connect APM to Mission Planner: 1 Select Arduino Mega. 2 Select 115200. 3 Select Connect. 

### 1 2 3 1 2 3 4 5 6

1 Select Hardware. 2 Select Mandatory Hardware. 3 Select Radio Calibration. 4 Select Calibrate Radio. 5 Move transmitter sticks and switches to all positions. 6 Select Click when Done. Left Stick: Right Stick: To learn about utilizing you r plane’s autonomous flight modes, designing missions, troubleshooting, multicopter safety, and

mo re, please visit plane.ardupilot.com

. Mission Planner: Radio Calibration Screen

# Appendix B

Quad

- Copter Operator Manual 

# B u mb l eb e e

**- S M a n u a l** 

使用前请仔细阅读此说明书

。 Read the manual carefully before usin

. g it

∅ 550mm 

### 展开状态 : 参数特点 F e a t h u r s : 折叠状态 :

305mm 191mm 571mm 158mm 空机重量 ( : g 起飞重量 ( A l l W e i g h t ) : 1200g 建议飞行载重量 ( P a y l o a d C a p a b i l i t y ) : 200 ~ 500g 最大安全起飞重量 ( ) : 1700g 电池要求 ( Cell Chemistry) : 11

. 1V 3S 2200uma/h~5500uma/h Li_poly 电池放电能力 ( Instant Discharge Capacity )>20C 飞行时间 ( Flight Time) : > 10 分钟 轴距 ( wheelbase) : 550mm 整机高度 ( height) : 306mm 折叠后长度 ( L ength Of After F o l d ) : 784mm 折叠后高度 ( H e i g h t Of After F o l d ) : 100mm 桨 Propeller : 1038 *2pcs
, 1038P*2pcs 3512 无刷电机 ( B r u s h l e s s M o t o r ) : 重量 ( W e i g h t ) : 75g KV : 930rpm / V 空载电流 ( N o _ l o a d C u r r e n t ) : 0

. 7A/11.1V 无刷电子调速器 ( B r u s h l e s s E S C ) : 20A * 4pcs Em pty Frame We ight) 450
M a x i m u m G r o s s T a k e

- O f f W e i g h t 兼容所有模型遥控器和接收机

, 建议使用 6 通道以上的遥控器和接收机

。 可折叠设计

, 方便携带和运输

。 C o m p a t i b l e w i t h a l l t h e R C d e v i c e s , w e r e c o m m e n d y o u t o u s e R C d e v i c e w i t h 6 c h a n n e l s o r m o r e f o r e x p a n s i o n .

- 1

-

- 5

- 

### B e f o r e F l i g h t :

**DISCLAIMER OF LIABILITY** 1.Using the company products within the limits permitted by local laws and regulations. the company is not responsible for any illegal activities. 2.The Bumblebee is an aeromodelling product only. Please st rictly follow the aeromodelling safe function rules, the company does not hold responsible for any control over its operation or usage. 3.Model aircraft are not toys! Fly under professional guidance and strictly follow instruction rules in this document. t he company is not responsible for consequences caused by improper install, wrong setting or operation. **SAFETY CAUTIONS** 1. Familiarize yourself with fly environment and any obstacles. Identify any potential hazards such as power lines, cars, people, etc. 2.Do not fly the aircraft when fatigued, drunk or your mental state has been compromised which may cause an accident. 3.Stay away from wet areas. Do not fly in the rain or wet environments which

can cause device failure and probably lead to danger. Do not fly at night or in windy conditions.5. Do not fly alone during your preliminary flights. If you need help, please enlist the aid of an experienced pilot before flying for the first time. 6. Prepare rescue tools such as cell phones or other communication devices which should you need to call for help. 7. Please fly under safe take

- off weight, do not overload the aircraft which can lead to danger. 8. Ensure all the equipment operates correctly before flight and that there is no transmitter interference or conflicts. 9. Do not touch any moving or powered parts. Do not try to catch the quadcopter which has rotating motors or blades for example. Keep loose clothing away from moving parts as they may get c aught and could cause physical harm. 10. Always throttle down to minimum before fly. 11. Remove the propellers when testing the remote device or motors operation. Attach the propellers after you have tested that everything is working good to prevent an acc ident. 12. Assemble the aircraft with accessories the company provides. the company is not responsible for any consequence resulted from assembly with other accessories or modifications. 4. Stay away from any fire resulting in damage of the electronic part s or others such as the flight battery. **INSPECTIONS BEFORE FLIGHT** PLEASE PAY ATTENTION TO THE AGING AND W ORN PARTS, AND FLY W HEN THEY ALL WO RK W ELL. PLEASE DO CHECK EVERY ASSEMBLY CAREFULLY BEFORE FLIGHT, especially lapses in these parts will easily cause DANGER. 1. Check that the propellers are secured properly. 2. Check that the receiver is receiving a stable signal. 3. Check that the battery is secured tightly and the battery is fully charged. 4. Check that the receiver is attached correctly. 5. Check the antenna is assembled tightly enough. 6. Check that the brushless motor and brushless ESC are secured to the airframe. Before flight, please assemble receiver or connect ESC to FC as the company factory defaults, if not, please DO CHECK the operations o f Remote Control channels and consistence of motor reactions. **FLIGHT CONTROL INSTRUCTION** 1. Start: Set the throttle stick to the lowest then turn on the transmitter. Connect the flight battery then slowly apply the throttle until all motors begin to run. 2 . Stop: Move the throttle stick to the minimum. All motors should stop to work in about one second. First cut off the Bumblebee then the RC powers off. 3. Any emergency occurs when taking off or landing, please move the throttle stick to the lowest positio n immediately to keep safe. 4. Flight control to the front, back, left and right is similar to the traditional RC helicopters but each motion is controlled by a separate channel. Do not use any channel mixing in your RC transmitter such as v

- tail or swashp late mixing etc. **START TO FLY** Power ON/OFF Operations: Before plugging in the quad you have to turn on the RC and set the throttle stick to the lowest position. W hen poweri ng off, you have to cut off the aircraft first then the RC powers off. Disorder in t he on and off procedure will cause an accident. 1. Place the aircraft on the ground. Put the throttle stick to the lowest position then turn on the transmitter. 2. Connect the battery to the ESC board. 3. Start the Quad by applying power slowly with the th rottle stick. W hen all the motors rotate at a slow speed you can move the stick to check the X650 Value actions according to your operation. 4. If you can not calibrate the tilt on one side during your flight, please connect Bumblebee to the PC and use t he company configuration software to do the calibration.

- 6

- 

### B e f o r e F l i g h t : 机身臂安装 F r a m e A r m a s s e m b l y :

Screw M 2 . 5 * 2 4 机身管固定座
A r m M o u n t 杯头内六角螺丝
ScrewM2.5*22 M 2.5 防松螺母
L o c k N u t M.25 碳 管

C a r b o n t u b e 垫片 Wa sher M 2 . 5 防松螺母 L o c k N u t 电调线 wire of ESC 电调线

w i r e of ESC安装 M 2 . 5 * 2 4 的螺丝时

, 请注意避开里面的电调线

,

以免碰伤电调线致使电调损坏

。

- 8

- Identify the parts carefully before installing 机身下板 Fuselage Low err Plate 杯头内六角螺丝
S o c k e t S c r e w M 2 . 5 * 1 0 杯头内六角螺丝
S o c k e t S c r e w M 2 . 5 * 1 0 M 2 . 5 防松螺母
L o c k N u t M 2 . 5 防松螺母
L o c k N u t M2

. 5 防松螺母 Lock Nut 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 半圆
S o c k e t S c r e w M 2 . 5 * 6 杯头内六角螺丝头内六角螺丝
S o c k e t S c r e w M 2 . 5 * 1 0 支撑管卡扣 T h e s u p p o r t p i p e b u c k l e 起落架固定块

- 左 Landing Gear Fixed block

- left 起落架固定块

- 右 Landing Gear Fixed block

- right 

### 机身装配 M a i n F r a m e A s s e s b l y ( 1 ) :
机身上板 F u s e l a g e u p p e r P l a t e 机身下板 Fuselage Low er Plate 安装前请仔细辨认

- 9

- 起落架固定块

- 左 Landing Gear Fixed block

- left 注意安装方向
N o t i c e f a c e . 起落架固定块

- 右 Landing Gear Fixed block

- right 

### 机身装配 M a i n F r a m e A s s e s b l y ( 2 ) :

- 10

- 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 杯头内六角螺丝
S o c k e t S c r e w M 3 * 2 8 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 杯头内六角螺丝
S o c k e t S c r e w M 3 * 2 8 机身上板 F u s e l a g e U p p e r P l a t e 直形卡扣 S t r a i g h t b u c k l e弧形卡扣
C u r v e d b u c k l e 弧形卡扣
C u r v e d b u c k l e 尼龙垫片 Ny lon washer 尼龙垫片 Nylon washer 尼龙垫片 Nylon washer 半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝半圆
S o c k e t S c r e w M 2 . 5 * 6 头内六角螺丝 自锁螺母 Locker Nut 

### 起落架安装 L a n d i n g G 

### e a r A 

### s s e m:b l y
3 5 6 7 1 2 1 4 3 5 6 7 7 4 4 1 起落架 2 起落架连接柱 3 圆头十字自攻螺丝 4 支撑管 Landing Gear Connector S u p p o r t i n g Tu b e Landing Gear Screw PA 2.5×10 5 6 7 硅胶套 碳管胶塞 杯头内六角轴套螺丝 Plugs Silicon gel

- Slipcover Screw M3×12

- 11

- 1

. 先将单边起落架向侧面分开 First please separate landing gear to another side 2

. 把电池板组件卡在另一边的支撑杆上 Fixing component of the battery board on another support rod 3

. 分开的起落架复位 Resetting the separated landing gear frame 4

. 电池板组件另一边卡扣卡在另一支撑杆上 Fixing another component of the battery board on another support rod 扎带 用扎带固定在电池板上
ribbon tied fixing upon the battery board with a ribbon tied 电池 battery 电池板组件 Battery Assembly : BatteryB oard 电池板 半圆头内六角螺丝 Screw M2

. 5 * 12 半圆头内六角螺丝Screw M2

. 5 * 12 M 2 . 5 防松螺母
L o c k N u t 电池板卡扣 B a t t e r y b u c k l e 

### 电池板组件安装 Battery Mounting Assembly : 起落架横管安装 The installation of landing gear cross tube : 硅胶套 silicon gel

- Slipcover 起落架横管 landing gear cross tube 硅胶套 silicon gel

- Slipcover 2 1 3

- 12

- 

### 桨的安装 Propeller Installation : S T 1 0 3 8 正桨 2 p c s S T 1 0 3 8 P 反桨 2 p c s 螺旋桨有正反之分

, 安装前请仔细辨认 ! M1 、 M3 相同

, M2 、 M4 相同

。 There are difference of pros and cons in the propeller, please identify it carefully before installation ! M1 、 M3 is the same, M2 、 M4 is the same too.
桨 Propeller 桨夹 Propeller Locker 无刷电机 Brushless Motor 螺旋桨必须贴紧电机
, 以保证四个螺旋桨的 高度一致性

。 Close to motor to make

sure 4 blades in the same height. Motor Blade 用螺丝刀穿过桨夹上的孔来拧紧桨夹

。 We recommend you use the driver to poke through the hole on the locker for better tighten in case of any loose of the screw during your flight. 桨夹必须拧紧
, 以免飞行时脱桨造成危险

。 建议 螺丝刀 Screw Driver M2 M3 M4 M1 前 Fornt

- 13

- 

### 无桨通电测试 P o w e r

- o n T e s t w i t h o u t P r o p e l l e r s : 电路安装完成后
, 请勿安装螺旋桨
, 进行 Bumblebee 无桨通电测 试

。 1 将遥控器油门收到最小后打开遥控器开关

。 2 Bumblebee 接通电源

。 3 轻推油门

。 4 观察四个电机启动是否顺畅
, 旋转方向是否正确

。 a ) 如果电机没有启动或启动不畅
, 则将油门收到最小
, 断开 Bumblebee 的电源
, 检查电路和电机后重新测试
, 直到正 常

。 b ) 如果旋转方向不正确
, 则将油门收到最小
, 断开 Bumblebee 电源
, 对调任意两条电机线
, 直到电机旋转方向都正确

。 5 推动各操纵杆
, 观察电机的转速是否有变化

。 6 测试完成
, 将油门收到最小
, 断开 Bumblebee 的电源

。 After electronic parts installation, DO N OT install the propellers and follow in steps. 1 Lowest the RC throttle then turn on the transmitter

. 2 Power on Bumblebee.3 Apply the throttle slowly.

4 Note if four motors rotate sm oothly a)If motor does not r otate or not sm oothly enough, please throttle down to the lowest t hen unplug Bumblebee . Check on electronic circuit and motors to retest unti l it works fine. b)If not in the right direction, olwer the throttle to m inim um and power off Bumblebee. Swap any motor wire of three connecting to the holes until i t works in the right way. 5 Poke all control sticks to observe motor rotation speed chan ges or not. 6 Throttle back to lowest and power off Bumblebee.

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- 

### 折叠方式 F o l d i n g M e t h o d : 支臂的折叠 F o l d i n g A r m : 1

. 先取下电池板组件 First pletake of component as battery board 2

. 沿箭头方向将起落架拉平 Along the arrow direction to e v e n t h e l a n d i n g g e a r o u t 3

. 起落架和支臂折叠后 A f t e r f o l d i n g o f l a n d i n g g e a r a n d r o t o r w i n g s 起落架的折叠 The folding of landing gear : 571mm 305mm 158mm 电池板组件 191mm b a t t e r y b o a r d c o m p o n e n t

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- 

# Appendix C

Transmitter Control Manual



# Appendix D
Computerized Control Board



# Appendix F

## Personal Protocols and Controls

Protocols and Controls Johnny Faber

, Falcon aerobotics llc , Tucson Arizona Page 1 Safety for public on the ground as well as manned aircraft above is an essential and utmo st consideration for aerial videos and photography. As such, safety protocols and controls must be implemented through pre -flight preparation and during flight.
Pre -Flight Protocol: Check batteries with voltage meter to insure fully charged and ready for use. Inspect batteries for damage or leakage that may affect proper operation. Inspect propellers for cracks, chips or damage that may cause sudden loss of propulsion or unmanageable/uncontrolled flight. Check all GPS and Telemetry connections prior to fli ght Check weather forecasts for wind advisory or other conditions that my impact flight. Consult Sky Vector aeronautical Charts (Skyvector.com)for airport vicinity and flight paths of possible air traffic.

・ Contact respective airport to advise of estimate d flight time, estimated flight duration, estimated elevation of flight, and any other pertinent information. Inspect flight area for

・ vicinity of public safety helipads/heliports

・ vicinity of medical helipads/heliports

・ vicinity of light poles

・ vicini ty or utility wires

・ vicinity of trees

・ flocks of birds that may cause interference and potential flight impact

・ vicinity of any elevated obstructions that may pose potential flight hazard

・ vicinity of roadways with moderate to heavy traffic that can be distracted

・ public gatherings that may attract viewers

・ optional point of control for best visual site of UAS while in flight

・ Emergency landing areas Takeoff and landing

・ inspect area for best an d safest point of takeoff and landing

・ if in a subdivision or area that is within 150 feet of a residential street, post warning sign(s)/stand(s) "Attention Aerial Photography In Progress - Remain Back 150 Feet " Flight Protocol: takeoff and land from same location ( have alternate landing areas in case of emergencies) remain alert to birds, sound or aircraft, curious public, and approaching vehicles do not allow anyone to engage in conversation or distract the remote control pilot restri ct flight to minimal elevation sufficient to acquire desired results remained prepared for emergency landing at all times pay attention to flight time

– warning meter for low voltage.

・ set voltage meter alarm for low voltage and flight timer as a safety a lertland UAS and shut down propulsion immediately following landing

– priority of disconnecting batteries

Post flight: a) disconnect battery to prevent accidental activation of propulsion system b) secure UAS in a safe location c) remove all warning signs from public access areas Emergency or Suspected Hazard: Immediate land UAS at safest and closet ground location in the event

・ manned aircraft is heard or seen in vicinity of flight

・ there is a public gathering within established safety boundary wanting to observe flight

・ pilot is being distracted from focusing on flight and safety

・ sudden change in weather (wind bursts)

・ sudden increase in vehicular traffic in vicinity of flight

・ birds enter into proximity of flight

・ any sudden unsafe event that can cause collision, distraction or interruption of control Safety for public on the ground as well as manned aircraft above is an essential and utmost consideration for aerial videos and photography. Maintaining a record of safe flight for FAA request and fo r determining future UAS safety protocols is imperative. Date:____________________ Location: ___________________________________________________
pre -flight Inspection:

o Yes

o No Comment: _________________________________________________ Elements Weather Good Fair Poor Comment : Visibility Good Fair Poor Comment : Wind Speed ___mph ___Gusts/MPH ___avg/MPH Comment : Proximity to airport: _________________ (see attached map pinpointing approximate location of flight) Airport notified

o Yes

o No Date: _______________ Time: ______________ Phone Number: _______________________ Contact Name: ___________________________________ Nearest major intersection: ______________________________________________________________ Proximity to medium traffic road: ______

___________________________________________________ Proximity to heavily traveled roadway road: _________________________________________________ Proximity to congested population: ________________________________________________________ Approx. Takeoff Ti me : GMT: Approx. Landing Time: GMT: Estimated Elevation Ground level: sea level: Safety Concerns: Additional Comments: