July 17, 2015

Exemption No. 12079

Regulatory Docket No. FAA–2015–1232

Mr. Johnny Faber

Falcon Aerobotics, LLC

4401 East 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 exemption. The 

petitioner requested to operate an unmanned aircraft system (UAS) to conduct aerial 

videography, cinematography, and inspections.

See Appendix A for the petition submitted to the FAA describing 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, Certification procedures for products 

and parts, Subpart H—Airworthiness Certificates. In accordance with the statutory criteria 

provided in Section 333 of Public 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 
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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, Certification procedures for products and parts, Subpart H—Airworthiness 

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 collection1

. The FAA has issued grants of 

exemption in circumstances similar in all material respects to those presented in your petition. 

In Grants of Exemption Nos. 11062 to Astraeus Aerial (see Docket No. FAA−2014−0352), 

11109 to Clayco, Inc. (see Docket No. FAA−2014−0507), 11112 to VDOS Global, LLC (see

Docket No. FAA−2014−0382), and 11213 to Aeryon Labs, 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 petitioner and carrying no passengers or 

crew, rather than a manned aircraft of significantly greater proportions, carrying crew in 

addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled 

by this exemption is in the public interest.

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 operate 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 (particulate measurement, etc.), or any other gathering of data by 

instruments aboard the UA.
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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 weighing 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 

airspeeds 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 maintains VLOS 

capability. The VO and PIC must be able to communicate verbally at all times; 

electronic messaging or texting is not permitted during flight operations. The PIC 

must be designated before the flight and cannot transfer his or her designation for 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 this 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 

limitations in this exemption and the procedures outlined in the operating documents, 
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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 operator 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 updated 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 FAA’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 operation 

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 must 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 is 

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 components, 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 Columbia, Puerto Rico, a territory, a possession, or the Federal 

government. The PIC must also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate.
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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 

(training, proficiency, 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 may only be conducted during dedicated training sessions. During 

training, proficiency, and experience-building flights, all persons not essential for 

flight operations are considered nonparticipants, and the PIC must operate the UA 

with appropriate distance 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 rules (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 symbol 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 made 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 signal, the UA must return to a 

pre-determined location within the private 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 manufacturer if greater.

21. Air Traffic Organization (ATO) Certificate of Waiver or Authorization (COA). All 

operations shall be conducted in accordance with an ATO-issued COA. The 

exemption holder may apply for a new or amended COA if it intends to conduct 

operations that cannot be conducted under the terms of the attached COA.
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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 nonparticipating 

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 remain 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 controlled-access property with 

permission from the property owner/controller or authorized 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 operational area as defined by the applicable COA must be reported 

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

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

contained on the NTSB Web site: www.ntsb.gov.
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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 area 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 the 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 certificate 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 available 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 

essential 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 specified 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.
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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

Washington, 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 my

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 purposes for the past eighteen (15) years. I have flown small

and large remote control (RC) gas and electric aircraft models for those eighteen (15)

years without incident and pledge my continued commitment to safety on all future

flights.

Following exemption and approval by the FAA, I, Johnny Faber, will primarily use my

hobby grade Multi-copter1 and fixed wing2 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 agency’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 areas 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. With

that in mind, I, Johnny Faber, have personally installed safety protocols and controls6

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

regulations 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, Johny 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 systems [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 allowing 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

potential public hazard in and of itself.

6 Appendix F - Personal Protocols and Controls

I. Contact Information:

Johnny Faber

Falcon Aerobotics, LLC

4401 E Holmes Street

Tucson, AZ 85711

Office: (520) 323-0014

Mobile: (520) 245-3329

Email: Johnnyfaber@gmail.com

II. The Specific Sections of Title 14 of the Code of Federal Regulations From

Which Johnny Faber Requests Exemption 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 submit this application in accordance with the Reform Act, 112 P.L.

95 §§ 331-334, seeking relief from any currently applicable FARs operating to prevent

me, Johnny Faber contemplated commercial cinematic, academic and other flight

operations within the national airspace system. The Reform Act in Section 332 provides

for such integration of civil unmanned aircraft systems 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 “small unmanned aircraft” as defined in Section 331 and

therefore the integration of my ultra light weight UAS is expressly contemplated by the

Reform Act. I would like to operate my ultra lightweight UAS prior to the time period by

which the Reform Act requires the FAA to promulgate rules governing such craft.

Thereby, providing direct experience and valuable information for formal regulation that

can be administered uniformly to all related UAS aerial video and

photography. The Reform Act guides the Secretary in determining the types of UAS's

that may operate safely in our national airspace system. Considerations include: The
weight, size, speed and overall capabilities of the UAS's; Whether the UAS will be

operated near airports or heavily populated areas; and, Whether the UAS will be

operated by line of sight. 112 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.

With six (6) modes to choose 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. When pilot communication is

lost, UAS is designed slowly descend to point of takeoff and or to land at point of

launch.

With an onboard flight controller - APM2.5, it has the capabilities of geofencing4 which

will prevent the craft from exceeding a set altitude or distance. No matter

what causes the craft 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 boundaries.

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 Appendix D - Computerized Control 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/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 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 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 Appendix A, and C -Operator Manual.

I, Johnny Faberutilize 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 manufacture 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 hand 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

temperature 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

safety 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 Request Will Benefit the Public As A Whole:

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 and 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

crashes 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 combustible fuel that exploded and burned on impact. Police helicopters have
made emergency hard landings within city limits. 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 proclaimed that it is in the public’s interest to integrate

commercially flown 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 academic/visual awareness of the geographical benefits in and around the metro

Tucson area. My ultra light weight UAS is battery powered and creates no emissions that

can harm the environment. The consequence of my ultra light weight UAS crashing is far

less than a full size helicopter or fixed wing aircraft; which are heavy, contain combustible

fuel and can cause catastrophic devastation to the public. The public’s interest is furthered

by minimizing ecological and crash threat by permitting aerial video/photo capture through

my battery operated ultra lightweight UAS's.

Permitting me, Johnny Faber to immediately fly within national air space furthers

economic growth. Granting my exemption request substantially furthers the economic

impact for the metro Tucson and surrounding community for companies looking to relocate

or build around the Tucson metro area as well as individuals looking to relocate for career

advancement through academic and geographical awareness. Both of which serve as a

stimulus to the community.

V. Reasons Why Johnny Faber’s Exemption Will Not Adversely Affect Safety

Or How The Exemption Will Provide a Level of Safety At Least Equal To Existing

Rule:

My, Johnny Faber’s, exemption will not adversely affect safety. Quite the contrary,

for the reasons stated permitting me, Johnny Faberto log more flight time in FAA

controlled airspace, with communication with the FAA, will allow me to contribute to the

innovation and implementation of new and novel, as of yet undiscovered safety protocols for

Realtors, land and structured owners. For development in cooperation with the FAA.

In addition I, Johnny Fabersubmit the following representations of enhancements to

current aerial videography and photography:

My UAS’s weigh less than seven (7) pounds complete with a small ultra-light weight high

quality GoPro 3+ Black camera; Mobius camera or similar;

I only operate my UAS below 200 feet (well within the 400 foot permissible

ceiling set by the FAA Modernization and Reform Act of 2012);

My UAS only operate for 3-15 minutes per flight;

I land my UAS prior to manufacturer recommended minimum level of battery

power;

I pilot my UAS through remote control only by line of sight; and have live video feed for a

secondary pilot to monitor video recording;

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 main 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 conduct 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 aerial video and

photography for community awareness real estate, structured inspections, land

management and search and rescue While 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 pan 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: Airworthiness 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 operational 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 certificate 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, maneuverability 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

safety/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 “geofencing”

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 equivalent
level of safety will be achieved by maintaining any such required certifications 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 therefore 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 Fabercan achieve an equivalent level of safety as achieved by

current Regulations because my UAS does not carry any pilots or passengers. Further,

while helpful, a pilot license will not ensure remote control piloting skills. The risks

attended to the operation 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 Faberwill 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 size, 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 - Safety/Flight Manual

The above-cited Regulations require, amongst 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

discrepancies repaired as prescribed in part 43 of this chapter. . . .”These Regulations only

apply to aircraft with an airworthiness certificate. They will not, therefore, apply to my, 

Johnny Faber’s, UAS. However, as a safety precaution I inspect my UAS before and after 

each

flight.

A Summary The FAA May Publish in the Federal Register: A. 14 C.F.R. 21 and 14

C.F.R. 91: Airworthiness 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 operational area of my UAS permits exemption from Part 21 because my,

Johnny Faber’s, UAS meets an equivalent level of safety pursuant to Section 333 of

the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness

certificate 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,

maneuverability and proximity to areas such as airports and dense populations. My
UAS meets or exceeds 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

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 manual. The FAA has

previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738,

9299, 9299A, 9565, 9565B, 10167, maintenance program that involves regular software

updates and curative measures for any damaged hardware. Therefore, an equivalent

level of safety will be achieved.

In summary, Johnny Faber seeks an exemption from the following

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. §§ 91.203(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 commercially operate my, Johnny Faber’s, small unmanned vehicle/lightweight

unmanned aircraft vehicle in community awareness, education, structural inspection land

management, search and rescue and real estate operations, and to develop economic

platforms for the aforementioned to enhance the experience of those seeking to relocate, 

rebuild in the metro Tucson area.

Currently, the aforementioned aerial videography/photography relies primarily on the use of

larger aircraft running on combustible fuel. Posing potential risk to the public. Granting my,

Johnny Faber’s, request for exemption will reduce current risk levels and thereby

enhance safety. My UAS craft do not contain potentially explosive fuel, is smaller, lighter

and more maneuverable than conventional video and photographic aircraft with much less

flight time.

Further, I operate at lower altitudes and in controlled airspace eliminating potential public

risk flying to and from established airfields. I, Johnny Faberhave been informally

analyzing and recording flight information and will compile safety protocols and the 

implementation of a flightoperations manual for usage that exceeds currently accepted 

means and methods 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 myJohnny Faber’s, UAS and therefore the likelihood of 

death or serious bodily injury is

significantly diminished. My, Johnny Faber’s, operation of my UAS, weighing less

than seven (7) pounds and travelling at lower speeds within limited areas will provide an

equivalent level of safety as that achieved under current FARs. Accordingly I, Johny Faber, 

respectfully request that the FAA grant my exemption request and am willing

to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and

the general public at large.

Respectfully submitted,

Johnny Faber

Falcon Aerobotics LLC

4401 E Holmes 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 Wing screws

15 Main battery

16 Adhesive Velcro squares

1 Telemetry (air)

2 Power module

3 AV 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 8
10 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 manual 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 APM 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 RECEIVER

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 flying!

POWER WIRING Connect the power module’s yellow

XT60 connectors to the motor and

main battery connectors. Connect

the AV transmitter battery to the
red connector on the transmitter.

AV transmitter battery

Main battery

Motor power

connector

Power module 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 battery

as necessary to achieve the correct center of gravity,

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 sky.

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 (Windows

only), visit ardupilot.com/downloads, select Mission Planner, and select

sort by date (short link: goo.gl/Si5grC). Select 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 Wizard.

Select the option to proceed if prompted with a security warning.

Mission Planner

Setup Wizard will

automatically install

the correct device

drivers.

Device Driver Installation Wizard

Mission Planner Downloads Screen

Mission Planner (6) « Downloads

Sort by: 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 Wizard

Mission Planner: Flight Data Screen

Launch Mission
Planner to explore

the capabilities of

your autonomous

vehicle!

Mission Planner will

notify you when an

update is available;

please always run

the most 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

your installation, please visit planner.ardupilot.com.

Open Mission Planner. Connect APM to your

computer using the provided micro-USB cable.

Windows will automatically install the correct

drivers for APM. In Mission Planner, select the

COM port for Arduino Mega, set the Baud rate

to 115200, and select Connect.

Turn on your transmitter, and ensure it is set to airplane mode (not

helicopter mode). In Mission Planner, navigate to Initial Setup,

Mandatory Hardware, and Radio Calibration. Select Calibrate Radio.

Move the transmitter’s sticks and mode 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 your plane’s autonomous flight modes,

designing missions, troubleshooting, multicopter safety, and

more, 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

Empty Frame Weight) 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 strictly 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. the 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 caught 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 accident.

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 parts or others

such as the flight battery.

INSPECTIONS BEFORE FLIGHT

PLEASE PAY ATTENTION TO THE AGING AND WORN PARTS, AND FLY WHEN THEY ALL

WORK WELL. 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 of 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 position 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 swashplate

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. When powering off, you have to cut

off the aircraft first then the RC powers off. Disorder in the 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 throttle stick. When 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 the 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

Washer

M 2 . 5防松螺母L o c k N u t

电调线

wire of ESC

电调线

wi 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 Lowerr 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 Lower 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

Nylon 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 until 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

changes or not.

6 Throttle back to lowest and power off Bumblebee.

- 16-

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

- 17-

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 utmost

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 flight

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 estimated 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

・ vicinity 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 and 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

restrict 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 alert
land 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 for 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 Time : GMT:

Approx. Landing Time: GMT:

Estimated Elevation Ground level: sea level:

Safety Concerns:

Additional Comments: