Leslie Lentz

Dba Eastern Shore Drones

29741 Apple Drive

Cordova, MD

21625

410 849 2111

lspwoods@aol.com

U.S. Department of Transportation July 21, 2015 

Docket Management System

1200 New Jersey Ave S.E. 

Washington, D.C. 20590

Re: Request for Exemption under Section 333 of the FAA Modernization and Reform 

Act of 2012 and Part 11 of the Federal Aviation Regulations from Certain Provisions of 

14 C.F.R.

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform 

Act) and 14 C.F.R. Part 11, Leslie Lentz an operator of Small Unmanned Aircraft Systems 

(“UAs”) files this petition for exemption, used for real estate photography. Specifically, 

petitioner seeks an exemption from the Federal Aviation Regulations (“FARs”) listed in 

Appendices A and B to allow commercial operation of its UAs, so long as such operations are 

conducted within and under the conditions outlined herein or as may be established by the

FAA in a grant of this petition. This request is substantially similar to other data collection 

petitions previously approved, and should be considered under the expedited summary grant

procedure. Additionally, this petition should be eligible for the summary grant because of the

voluntary altitude restriction to 200 feet above ground level (AGL).

Approval of the exemption for petitioner will allow commercial operation of the DJI 

Phantom 2 for real estate photography in Class G airspace nationwide, or as otherwise

prescribed by an Air Traffic Organization (ATO) issued COA. The UA covered by this petition 

is a small battery-powered craft, weighing 2.74 lbs. (1.24 kg.), inclusive of battery and payload. 

Operation of the UAs under the strict conditions proposed below will provide an equivalent level 

of safety, as Congress intended, while still allowing commercial operations. Operations using 

these UAs are far safer than conventional operations conducted with helicopters and fixed-wing 

aircraft that weigh thousands of pounds, carry highly flammable fuel, and operate in close 

proximity to the ground, trees, infrastructure, and people.

Congress directed the FAA to consider seven factors in deciding whether to approve 

Section 333 exemption petitions - size, weight, speed, operational capability, proximity to 

airports, proximity to populated areas, and operation within visual line of sight. In this case, 

each factor supports the exemption request. In particular, the UA is small, and will operate at

 2
slow speeds and close to the ground. It will be able to more safely and efficiently take aerial

photography of real estate. The substantial increase of safety and decrease of risk to human life

and to property weighs heavily in favor of granting the exemption.

Pursuant to 14 C.F.R. §11.35, petitioner requests confidential treatment for certain 

information provided with this request for exemption. Specifically, petitioner is submitting its

proprietary UAS Policy under separate cover as Exhibit 1. It requests that the information

contained in that exhibit not be made public because it contains trade secrets whose disclosure

would harm petitioner. The exhibit contains valuable commercial data this is not publicly

available and is protected from release under the Freedom of Information Act, 5 U .S.C.

§552(b)(4).

For your ease in reviewing this petition, please refer to the table of contents which begins 

on page 3. If I can provide any additional information to assist your understanding or review of

this document, please do not hesitate to contact me at 410 849 2111 or via email at

lspwoods@aol.com

Thank You.

Leslie Lentz 

Dba Eastern Shore Drones

 29741 Apple Drive

Cordova, MD

21625

410 849 2111

lspwoods@aol.com

3
Table of

Contents

I. Publishable Summary ............................................................................................................ 5

II. Petitioner’s Contact Information ........................................................................................... 5

III. Proposed Operations.............................................................................................................. 6

A. The UA........................................................................................................................... 6

B. The Crew ........................................................................................................................ 8

C. Flight Conditions............................................................................................................ 9

D. Flight Operations............................................................................................................ 9

IV. Aircraft and Equivalent Level of Safety................................................................................ 9

V. Proposed Conditions of the Exemption ............................................................................... 10

VI. Privacy ................................................................................................................................. 13

VII. Public Interest and Safety .................................................................................................... 13

VIII. Regulations from Which Exemption is Requested............................................................. 15

A. Appendix A: FARs as to which Leslie Lentz wishes the same determination to be

made as has been made previously ............................................................................ 15

B. Appendix B: Leslie Lentz’s argument for exemption from 14 C.F.R. §61.113: Private 

pilot privileges and limitations: Pilot in command...........................................18

1. The FAA and foreign regulators recognize that obtaining a manned aircraft

pilot license is unnecessary for safe operation of a UA .................................... 18

2. The FAA has and has already exercised the authority to exempt petitioners

from the airman certificate requirement ........................................................... 20

Exhibit 1: Leslie Lentz UAS Policy...................................Submitted confidentially to the FAA 

Exhibit 2: Phantom Pilot Training Guide.......... Submitted separately due to upload restrictions 

Exhibit 3: Phantom Flying Flowchart ..................................................................................... 23

Exhibit 4: Phantom Battery Precautions...............................................................72

Phantom 2 Vision Exhibits

Exhibit 5: Phantom 2 Quick Start Guide

 Submitted separately due to upload restrictions

Exhibit 6: Phantom 2 User Manual

 Submitted separately due to uploadrestrictions

Exhibit 7: Phantom 2 Smart Flight Battery Safety Guidelines

 Submitted separately due to uploadrestrictions

Exhibit 8: Phantom 2 Vision............................................................................23

Exhibit 9: Phanton 2 Vision Features....................................................................................... 37

Exhibit 10: Phantom 2 Vision Specifications .......................................................................... 54

4
I. Publishable Summary

Pursuant to 14 C.F.R. § 11, the following summary is provided for publication in the 

Federal Register, should it be determined that publication is needed:

Petitioner seeks an exemption from the following rules:

14 C.F.R 21(h); 14 C.F.R. 43.7; 14 C.F.R. 43.11; 14 C.F.R. 45.11; 14 C.F.R. 45.27;

14 C.F.R. 45.29; 14 CFR 61.23(a) and (c); 14 CFR 61.101(e)(4) and (5) 14 CFR

61.113(a); 14 CFR 61.315(a); 14 C.F.R. 91.7(a); 14 C.F.R. 91.9(b)(2); 14 C.F.R.

91.9(c); 14 C.F.R. 91.103(b)(2); 14 C.F.R. 91.105; 14 C.F.R. 91.109; 14 C.F.R.

91.113(b); 14 C.F.R. 91.119(c); 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. 215; 14 C.F.R. 91.403; 14 C.F.R. 91.405(a); 14 C.F.R.

91.407(a)(1); 14 C.F.R. 409(a)(1) and (a)(2); and 14 C.F.R. 91.417(a) and (b) to

operate commercially a small unmanned aircraft system (UA) to operate commercially 

a small unmanned aircraft system (UA) (2.74 lbs. or less).

Approval of the exemption requested by petitioner will allow commercial operation 

of the DJI Phantom 2, for real estate photography in Class G airspace nationwide, or

as otherwise prescribed by an Air Traffic Organization (ATO) issued COA. The

requested exemption should be granted because operation of small UAs, weighing 

between approximately 2.2 lbs. (1 kg.) and 2.74 lbs. (1.24 kg.) inclusive of battery and

payload, conducted in the strict conditions outlined below, will provide an equivalent 

level of safety, while still allowing commercial operations. The lightweight aircraft 

covered by the exemption are far safer than conventional operations conducted with 

helicopters and fixed-wing aircraft weighing thousands of pounds and carrying highly 

flammable fuel, and operating in close proximity to the ground, trees, infrastructure, 

and people. The seven factors Congress directed the FAA to consider when approving 

Section 333 exemption petitions - size, weight, speed, operational capability, proximity 

to airports, proximity to populated areas, and operation within visual line of sight –

each support the request. In particular, the aircraft are small, and will operate at

slow speeds, and close to the ground in order to more safely and efficiently conduct 

inspections that would otherwise involve a risk of death to the inspectors. The 

substantial increase of safety and decrease of risk to human life, coupled with the low 

risk use of UAs to conduct these operations, weigh heavily in favor of granting the 

exemption.

II. Petitioner’s Contact 

Information

Leslie Lentz

29741 Apple Drive

Cordova, MD 21625

410 849 2111

lspwoods@aol.com

5
III. Proposed Operations

A. The UA

The requested exemption will permit petitioner to operate the DJI Phantom 2. Please refer 

to Exhibits 54 for further information about each airframe. The petition and the supporting 

documentation in those exhibits and Exhibit 1 are hereinafter referred to as the “operating 

documents.”

The UA proposed under this exemption has the ability to hover and move in the vertical 

and horizontal planes simultaneously. Please refer to the following charts detailing the

technical specifications of the DJ I Phantom 2.

DJI 

Phantom 2

DJI Naza M V2 

which includes 

the Main 

Controller (MC), 

Internal 

Measurement 

Unit (IMU) with 

a built-in internal 

sensor, 

barometric 

altimeter (which 

measures attitude 

and altitude), 

compass, GPS, 

and radio 

receiver (Rx).

30 knots

2.74 lbs. (1.24

kg.)

6
DJI 

Phantom 2

5.728 GHZ –

5.85 GHZ

5.8 GHZ

DJI 2312 CCW

4 x 9”

2.4 GHZ

Internal in the 

control system

Zenmuse

Lithium Polymer 

batteries with 

capacity of 5200 

mah

The OSD 

capabilities are 

built into the unit 

and the DJI 

vision app, 

giving the 

operator the 

ability to use a 

compatible 

mobile device or 

tablet as an FPV 

monitor allowing 

live telemetry to 

be displayed,

including the 

battery level and 

altitude.

Additionally, If Tx signal is lost for more than three seconds and the UA is under 65 ft. (20 m.)

AGL, the UA will rise to 65 ft. AGL, travel horizontally to the pre- designated home spot, hover 

for 15 seconds, then land. If the UA is above 65 ft. AGL, travel horizontally to the pre- designated

home spot, hover for 15 seconds, then land.

7
The specific conditions of the proposed exemption that relate to the characteristics of the 

UAs are numbers 1, 5, 19, 20, 21, and 30 in Section V below. Each has been adopted or imposed 

by the FAA in numerous previous grants of Section 333 exemption petitions.

B. The Crew

The crew will consist of a pilot in command (PIC) and a visual observer (VO). The PIC 

and VO will have been trained in operation of UA generally and received up-to-date information 

on the UA to be operated pursuant to this grant. The PIC will have completed, at a minimum, 20 

hours of UA flight training with this specific UA prior to operations, and will be required to 

participate in annual training thereafter.

The specific conditions of the proposed exemption that relate to the training and

8
characteristics of the crew are numbers 6-10 in Section V below. Each has been adopted or 

imposed by the FAA in numerous previous grants of Section 333 exemption petitions.

C. Flight Conditions

The UA will be used to take real estate photography nationwide. It will be flown in Class 

G airspace under 200 feet above ground level (“AGL”) and under controlled conditions over 

property that is restricted as stated in Section 5 of Exhibit 1. Petitioner will work with the local 

FSDO when planning operations. Petitioner will only operate its UA in visual meteorological 

conditions (VMC). The UA will at all times be no less than 500 feet below and no less than 

2,000 feet horizontally from a cloud, and petitioner will not conduct operations unless visibility 

is at least 3 statute miles from the PIC. The flight crew will always make a safety assessment of 

the risk of every operation, and will only operate when it is determined that no hazards are 

present.

Please refer to Exhibit 1 Section 5 for more information regarding flight conditions.

The specific conditions of the proposed exemption that relate to the flight conditions in 

which the UA will be operated are numbers 27, 28, 29, and 34 in Section V below. Each has 

been adopted or imposed by the FAA in numerous previous grants of Section 333 exemption 

petitions.

D. Flight Operations

The purpose of every UA flight will be to safely, accurately, and efficiently take aerial 

photography for real estate.

Every UA flight will use at minimum a two person flight crew: a PIC and a VO. The 

standard operational procedures that they will follow are set out in Exhibit 1. Please refer to the 

following sections for information pertaining to operations:

Section 5: Pre-Flight Safety Procedures

Section 6: UAS Routine Inspection and Maintenance 

Section 7: In-Flight Safety Operations

Section 8: Visual Observer Responsibilities 

Section 9: Emergencies

The specific conditions of the proposed exemption that relate to flight operations are 

numbers 2, 3, 11-18, 22-24, 26, 32, 33, 35, and 36 in Section V below. Each has been accepted 

or imposed by the FAA in numerous previous grants of Section 333 exemption petitions.

IV. Aircraft and Equivalent Level of Safety

Petitioner proposes that the exemption apply to UAs that have the characteristics and that 

operate with the limitations proposed herein. These limitations provide for a level of safety at 

least equivalent to or higher than manned aircraft operations under the current regulatory 

structure. Section V below identifies the limitations and conditions to which petitioner agrees to 

be bound when conducting commercial operations under a grant of this petition. Appendix A 

contains a matrix connecting (i) the specific proposed condition with (ii) the FAR provision for 

which it provides an equivalent level of safety and (iii) one or more recent Section 333

9
exemption grants in which the FAA recognized this equivalent level of safety.

Approval of the commercial operations outlined in this petition presents no national 

security issue. Petitioner is willing to require its PICs to undergo a background check, including 

the proposed Transportation Security Administration Vetting process, to ensure that no national 

security threat is present. Operation and Certification of Small Unmanned Aircraft, 80 Fed. Reg. 

9543 at 9572 (proposed Feb. 23, 2015 (to be codified at 14 C.F.R. Parts 21, 43, 45, et al.).

V. Proposed Conditions of the Exemption

1. The UAs will weigh between 2.2 lbs. (1 kg) and 2.74 lbs. (1.24 kg.).

2. UA operations under this exemption will be limited to conducting operations for the purpose 

of commercial real estate photography.

3. Flights will be operated within line of sight of the PIC and VO.

4. Flights will be operated at an altitude of no more than 200 feet AGL, as indicated by the 

procedures specified in the operating documents. All altitudes reported to ATC must be in 

feet AGL.

5. The UA will not be flown at an indicated airspeed exceeding 30 knots.

6. Minimum flight crew for each operation will consist of the UA pilot in command (PIC) and a 

visual observer (VO).

7. The PIC will have, at minimum, 20 hours of training on the UA to be operated under this 

grant before accepting commercial operations.

8. The petitioner will not permit any PIC to operate unless the PIC meets its qualification 

criteria and demonstrates the ability to safely operate the UA in a manner consistent with 

how the UA 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 will be logged in a manner consistent 

with 14 CFR § 61.51(b). A record of the PIC training will be documented and made available 

upon request by the Administrator. Training operations will only be conducted during 

dedicated training sessions. During training, proficiency, and experience-building flights, all 

persons not essential for flight operations will be considered nonparticipants, and the PIC 

will operate the UA with appropriate distance from nonparticipants in accordance with 14 

CFR § 91.119.

9. The VO will not perform any other duties beyond assisting the PIC with seeing and avoiding 

other air traffic and other ground based obstacles/obstructions, and will not be permitted to 

operate the camera or other instruments.

10. The PIC will be designated before the flight and will not be allowed to transfer his or her 

designation for the duration of the flight. The PIC will ensure that the VO can perform the 

functions prescribed in these conditions and the operating documents.

10
11. A briefing will be conducted in regard to the planned UA operations prior to each day’s 

activities. It will be mandatory that all personnel who will be performing duties in connection 

with the operations be present for this briefing.

12. Prior to each flight, the PIC will inspect the UA, including the Ground Control Station, to 

ensure it is in a condition for safe flight. If the inspection reveals a condition that affects the 

safe operation of the UA, the PIC will not operate the UA until the necessary maintenance 

has been performed and the UA is found to be in a condition for safe flight. All maintenance 

and alterations will be properly documented in the aircraft records.

13. Petitioner will conduct a functional flight test on any UA that has undergone maintenance or 

alterations that affect the UA operation or flight characteristics, e.g. replacement of a flight 

critical component. The PIC who conducts the functional test flight will make an entry in the 

aircraft records.

14. The petitioner will carry out its maintenance, inspections, and record keeping requirements, 

in accordance with the UA manufacturer’s aircraft/component, maintenance, overhaul, 

replacement, inspection, and life limit requirements set forth in the operating documents. 

Maintenance, inspection, alterations, and status of replacement/overhaul component parts 

will be noted in the aircraft records, including total time in service, description of work 

accomplished, and the signature of the authorized person returning the UA to service. The 

authorized person will make an entry in the aircraft record of the corrective action taken 

against discrepancies discovered between inspections.

15. The UA will be operated within visual line of sight (VLOS) of the PIC and VO at all times. 

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

corrective lenses. PIC and VO will at all times be able to communicate verbally. They will 

not be permitted to use electronic messaging or texting to communicate during flight 

operations.

16. The PIC will not begin a flight unless (considering wind and forecast weather conditions) 

there is enough power to fly at normal cruising speed to the intended landing point and land 

the UA with 25% battery power remaining.

17. Actual total flight time for each operational flight will result in no less than a 25% battery 

reserve.

18. The UA will have the capability to abort a flight in case of unexpected obstacles or 

emergencies.

19. The UA will be programmed so that if it loses communications or loses its GPS signal, it will 

return to a pre-determined location within the planned operating area and land or be 

recovered in accordance with the operating documents.

20. If the UA and its radio control link disconnect during flight, the system’s failsafe protection 

will be triggered and the multirotor will return to home and land automatically, rather than 

flying off uncontrollably or landing at an unknown location.

21. The operating documents required under 14 CFR §§ 91.9 and 91.203 will be maintained and 

 11
available to the PIC at the Ground Control Station of the UA any time the UA is operating. 

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

upon request. If a discrepancy exists between the conditions and limitations in the exemption 

grant and the procedures outlined in the operating documents, the grant conditions and 

limitations will take precedence and will be followed. Otherwise, the petitioner will follow 

the procedures outlined in its operating documents. If it updates or revises its operating 

documents, it will present updated and revised documents to the Administrator upon request. 

If the petitioner determines that any update or revision would affect the basis upon which the 

FAA granted the exemption, then the Petitioner will petition for an amendment to the grant 

of exemption.

22. Petitioner will obtain written and/or oral permission from the landowners/authorized agents 

of the landowners over which flights will be conducted.

23. Petitioner will obtain all required permissions and permits from territorial, state, county or 

city jurisdictions, including local law enforcement, fire, or other appropriate governmental 

agencies.

24. UA operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations 

will be conducted under visual meteorological conditions (VMC). Flights will not be 

conducted under special visual flight rules (SVFR).

25. The petitioner will obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or 

Authorization (COA) prior to conducting any operations under the grant of exemption. 

Petitioner will request a Notice to Airman (NOTAM) not more than 72 hours in advance, but 

not less than 48 hours prior to the operation. All operations will be conducted in accordance 

with airspace requirements in the ATO issued COA, including class of airspace, and altitude 

level.

26. The UA will not be operated within 5 nautical miles of an airport reference point as denoted 

on a current FAA-published aeronautical chart unless a letter of agreement with that airport’s 

management has been obtained, and the operation is conducted in accordance with a 

NOTAM as required by the operator’s COA. Any letter of agreement with the airport 

management will be made available to the Administrator upon request.

27. The UA will 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.

28. All operations shall be conducted in Class G airspace or as otherwise prescribed in an ATO 

issued COA.

29. All aircraft operated in accordance with this exemption will 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 will be as large as practicable.

30. Before conducting operations, petitioner will ensure that the radio frequency spectrum used 

for operation and control of the UA complies with the Federal Communications Commission 

(FCC) or other appropriate government oversight agency requirements.

12
31. The UA will remain clear and yield the right of way to all manned aviation operations and 

activities at all times.

32. The UA will not be operated by the PIC from any moving device or vehicle.

33. Petitioner will conduct all flight operations at least 500 feet from all nonparticipating 

persons, vessels, vehicles, and structures unless one of the following three conditions is met:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from 

the UA and/or debris in the event of an accident. The petitioner will 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, the PIC 

will ensure that flight operations cease immediately.

b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of 

such vessels, vehicles or structures has granted permission 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.

c. Operations nearer to the PIC, VO, operator trainees or essential persons do not present an 

undue hazard to those persons per § 91.119(a).

34. Petitioner will report any incident, accident, or flight operation that transgresses the lateral or 

vertical boundaries of the operational area as defined by the applicable COA to the FAA's 

UA Integration Office (AFS-80) within 24 hours. Petitioner will report accidents to the 

National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web 

site: www.ntsb.gov.

VI. Privacy

There is little concern that the proposed flights will cause invasions of privacy because all 

flights will occur over private property with the landowner’s/authorized agent’s permission. 

When the UA is being flown, the onboard cameras will be focused on the specific property and 

thus turned so as to be facing away from any occupied structures that may be in the area to 

minimize inadvertent video or still images of uninvolved persons. Please refer to Exhibit 1 

Section 10: Privacy for more information regarding petitioner’s privacy policy.

VII. Public Interest and Safety

The planned UA use will increase ground safety for real estate photography. The 

enhanced safety and reduced environmental impact achieved using a 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 UA operation enabled by this exemption is in the public interest.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012 – size, 

weight, speed, operating capabilities, proximity to airports and populated areas and operation 

within visual line of sight and national security – provide more than adequate justification for the 

grant of the requested exemption allowing commercial operation of petitioner’s UA in the

 

13
purposes of commercial real estate photography, pursuant to Leslie Lentz ’s rules of

operation. The FAA has previously approved members of the DJI Phantom family for real estate 

photography in Exemption Nos. 11191, 11195, 11271, 11295, 11300, and 11318.

The small weight of the Phantom 2 is less than the size envisioned in Section 

334(c)(2)(C) of the FAA Modernization and Reform Act of 2012, which allows 

government agencies “to operate unmanned aircraft weighing

4.4 pounds or less, if operated –

i. within the line of sight of the operator;

ii. less than 400 feet above the ground;

iii. during daylight conditions;

iv. within Class G airspace; and

v. outside of 5 statute miles from any airport, heliport, seaplane base, spaceport, or 

other location with aviation activities.”

Congress’s determination that government agencies should be allowed to operate such 

aircraft in these situations, with no further restrictions on location, population density, or pilot 

experience and training, indicates that Congress did not believe that aircraft of this size and 

weight warranted additional attention.

14
VIII. Regulations from Which Exemption is Requested

A. Appendix A: FARs as to which Leslie Lentz wishes the same determination to

be made as has been made previously.

FAR

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

21(h) 1, 2, 3, 4, 5, 16, 25, 28, 29,

33, 34

Nos. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 11109, 11111, 11110, 11114, 11136, 11138,

11150, 11153, 11156, 11157, 11166, 11167, 11170,

11171, 11172, 11174, 11176, 11177, 11178, 11184,

11185, 11188, 11189, 11191, 11192, 11193, 11195

43.7 13, 14 No. 11208

43.11 12 No. 11208

45.11 30 No. 11208

45.27 30 No. 11188

45.29 30 Nos. 11136, 11157, 11170, 11185, 11193

61.23(a) and 

(c), 

61.101(e)(4)

and (5),

61.113(a),

61.315(a),

7 See Appendix B for argument regarding why 

petitioner should be exempted from the private pilot 

license requirement

91.7(a) 12 Nos. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 11109, 11110, 11136, 11138, 11150, 11153,

11156, 11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11177, 11178, 11184,

11185, 11188, 11189, 11191, 11192, 11193, 11195,

11204

91.9(b)(2) 22 Nos. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 11109, 11110, 11111, 11112, 11114, 11136,

11138, 11150, 11153, 11156, 11157, 11062, 11063,

11064, 11065, 11066, 11067, 11080, 11109, 11110,

11111, 11112, 11114, 11136, 11138, 11150, 11153,

11156, 11157, 11174, 11177, 11178, 11184, 11185,

11189, 11192, 11193, 11195

91.9(c) 30 Nos. 11136, 11170, 11171, 11174, 11185

91.103(b)(2) 3, 9, 16, 17, 18, 19, 20, 28 No. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 11109, 11138, 11150, 11153, 11156, 11158,

11160, 11161, 11166, 11167, 11171, 11172, 11176,

11177, 11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.105 6 No. 11185

15
FAR

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

91.109 7, 8 Nos. 11062, 11063, 11064, 11065, 11066, 11067,

11080, 11109, 11110, 11112, 11136, 11138, 11150,

11153, 11156, 11157, 11166, 11167, 11170, 11171,

11174, 11177, 11184, 11185, 11189, 11191, 11192,

11193, 11194, 11195, 11206, 11208

91.113(b) 3, 32 No. 11238

91.119(c ) 4, 33 Nos. 11162, 11163, 11164, 11165, 11166, 111080,

111109, 11110, 11111, 11112, 11114, 11136,

11138, 11150, 11153, 11156, 11160 11161, 11166,

11167, 11170, 11171, 11172, 11174, 11176, 11178,

11185, 11188, 11189, 11190, 11193

91.121 4 Nos. 11162, 11163, 11164, 11165, 11166, 111080,

111109, 11136, 11138, 11150, 11153, 11156, 11160

11161, 11166, 11167, 11170, 11171, 11174, 11176,

11178, 11185, 11188, 11189, 11190, 11193

91.151(a) 17, 18 Nos. 11110, 11153, 11156, 11161; 111109, 11110,

11112, 11136, 11138, 11150, 11153, 11156, 11160

11161, 11166, 11167, 11170, 11171, 11172, 11174,

11176, 11178, 11185, 11188, 11189, 11190, 11193

91.203 (a) 

and (b)

22 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11170, 11171, 11172, 11174, 11176,

11177, 11178, 11184, 11185, 11188, 11188,

11189, 11191, 11192, 11193, 11195

91.215 26, 27 No. 11185, 11195

91.403 12, 13, 14 No. 11185

91.405(a) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.407(a)(1) 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

16
FAR

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

91.409(a)(1) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.409(a)(2) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.417(a) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

91.417(b) 12, 13, 14 Nos. 11062, 11063, 11064, 11065, 11066,

11067, 11080, 11109, 11110, 11111, 11112,

11114, 11136, 11138, 11150, 11153, 11156,

11157, 11158, 11160, 11161, 11166, 11167,

11170, 11171, 11172, 11174, 11176, 11177,

11178, 11184, 11185, 11188, 11188, 11189,

11191, 11192, 11193, 11195, 11204

17
B. Appendix B: Leslie Lentz’s argument for exemption from 14 CFR §§ 61.23(a) and 

(c), 61.101(e)(4) and (5), 61.113(a), 61.315(a).

Leslie Lentz requests an exemption from 14 CFR §§ 61.23(a) and (c), 61.101(e)(4) and 

(5), 61.113(a), 61.315(a), so that the PIC of the UA will not be required to possess any pilot 

license (sports, recreational, private or commercial). As the FAA and numerous other national 

airspace regulators have recognized, UA operations conducted by persons who do not hold a 

pilot’s license can still achieve the equivalent level of safety of current operations by manned 

aircraft with pilots holding any level of pilot’s license.

Although it recognizes that a pilot’s license is unnecessary for safe UA operation, the 

FAA has to date declined to allow grant exemptions under Section 333 that would permit 

individuals who possess any pilot license (sports, recreational, private or commercial) to conduct 

commercial UA operations. It has specified two reasons for declining to do so. First, it has stated 

that it does not possess the authority under Section 333 to exempt individuals from the 

requirement under 49 U.S.C. §44711 to hold an airman certificate authorizing the airman to 

serve in the capacity for which the certificate was issued. Exemption No. 11110 at 14. Second, 

the FAA has concluded that the Department of Homeland Security (DHS) security screening 

required of all certified airmen meets the statutory requirement in Section 333 that operations not 

pose a threat to national security. Exemption No. 11110 at 15.

Leslie Lentz respectfully requests that the FAA reconsider its position. There is no 

dispute that it is unnecessary for an operator of a UA to go through the rigorous process of 

becoming a certified pilot in order to safely operate a UA. In addition, the FAA does have the 

authority to exempt UA operators from the requirement in 49 U.S.C. §44711to hold an airman 

certificate for “serv[ing] in the capacity for which the certificate was issued.” Indeed, it has 

exercised that authority repeatedly in the Section 333 process. Finally, the FAA’s security 

concerns can be addressed by a variety of methods involving operator background checks to be 

conducted by government agencies.

1. The FAA and foreign regulators recognize that obtaining a manned aircraft 

pilot license is unnecessary for safe operation of a UA.

The FAA, like the other national airspace regulators that have considered the issue, has 

concluded that UA operations conducted by persons who do not hold a pilot’s license can still 

achieve the equivalent level of safety of current operations by manned aircraft with pilots 

holding any level of pilot’s license. In its recent UAS NPRM, the FAA stated:

“While these airman certification requirements are necessary for manned aircraft 

operations, they impose an unnecessary burden for many small UAS operations. 

This is because a person typically obtains a private or commercial pilot certificate 

by learning how to operate a manned aircraft. Much of that knowledge would not 

be applicable to small UAS operations because a small UAS is operated 

differently than manned aircraft. In addition, the knowledge currently necessary to 

obtain a private or commercial pilot certificate would not equip the certificate 

holder with the tools necessary to safely operate a small UAS... Thus, requiring 

persons wishing to operate a small UAS to obtain a private or commercial pilot 

certificate imposes the cost of certification on those persons, but does not result in 

a significant safety benefit because the process of obtaining the certificate does

18
not equip those persons with the tools necessary to mitigate the public risk posed 

by small UAS operations.” Operation and Certification of Small Unmanned 

Aircraft, 80 Fed. Reg. 9543 at 9550 (proposed Feb. 23, 2015 (to be codified at 14

C.F.R. Parts 21, 43, 45, et al.).

The FAA’s conclusion that manned aircraft flying experience is unnecessary for the 

operation of a UA is supported by research by the FAA and the Army Research Laboratory. 

They demonstrate that UAs, even those much larger than the UAs proposed by Leslie Lentz, can 

be safely flown by non-certificated pilots with a small amount of training. For example, one 

Army Research Laboratory study concluded:

"[T]he specific motor skills needed to control the radio-controlled UAV would 

have to be learned by aviators independently of the motor skills learned in flying 

an aircraft. In particular, the somatic and visual cues that pilots use during aircraft 

landings would not be useful (and perhaps even counter-productive) for the 

different skill sets and perceptual viewpoint necessary for radio-controlled 

landings.”1

Additional research reports lend further support for the exclusion requested. For 

example, a report sponsored by the FAA concluded that "We know that certain systems, like the

U.S. Army Hunter and Shadow systems, are successfully flown by pilots with no manned aircraft 

experience."2

In addition, foreign government airspace regulators that have examined the issue have 

consistently recognized that the skills required to fly a manned aircraft are irrelevant to operating 

a UA. For that reason, they have concluded that UA operators do not need to have a private or 

commercial pilot’s license. Canada, for example, does not require a pilot’s license to operate a 

UA. Transport Canada requires training of UA operators, but that training is limited to pilot 

ground school and flight operation training on UAs, not manned aircraft.3 Moreover, Canada 

allows this training to be “provided by other pilots, manufacturers, [UA] flight training 

organizations or . . . self taught.” 4

1 Michael J. Barnes, Beverly G. Knapp, Barry W. Tillman, Brett A. Walters & Darlene Veliki, 

Crew systems analysis of unmanned aerial vehicle (UAV) future job and tasking environments, 

Technical Report ARL-TR-2081, Aberdeen Proving Ground, MD: Army Research Laboratory, 

page 12 (2000), available at http://www.dtic.mil/dtic/tr/fulltext/u2/a374230.pdf.

2 Kevin W. Williams, Unmanned Aircraft Pilot Medical Certification Requirements, Report 

DOT/FAA/AM-07/3, FAA Civil Aerospace Medical Institute, page 2, (2007), available at 

http://fas.org/irp/program/collect/ua-pilot.pdf. While the authors speculated that UA use in 

populated areas may change this assessment, indicating further research was needed to address 

this concern, this concern is inapplicable as Leslie Lentz’s flights will not be in congested areas.

See also Jason S. McCarley & Christopher D. Wickens, Human Factors Implications of UAVs in 

the National Airspace, Institute of Aviation, Aviation Human Factors Division, University of 

Illinois at Urbana-Champaign, 13 (2004), available at 

http://www.tc.faa.gov/logistics/grants/pdf/2004/04-G-032.pdf.

3

See Civil Aviation, Standards, Transport Canada, Advisory Circular: Guidance Material for 

Operating Unmanned Air Vehicle Systems under an Exemption at 14 and 18-22, (Nov. 27, 2014) 

available at http://www.tc.gc.ca/media/documents/ca-opssvs/ac-600-004.pdf.

4 Id. at 14.

19
Similarly, the United Kingdom’s Civil Aviation Authority (CAA) recognized that 

determining “Remote Pilot qualification requirements on the same basis as manned aircraft may 

yield requirements that are too inflexible, too onerous and inappropriate for UAS operations.”5 

As a result, the CAA only requires UA operators to demonstrate UA operator competence.6 

While there are a variety of ways to demonstrate competence, the most common is to complete a 

course that will lead to a ground exam and flight test. Australia, too, requires only passage of a 

UA-specific ground school program in lieu of a manned airman certificate.7 Finally, more than a 

dozen countries, including Germany, Italy, France, Spain and the Netherlands, have adopted the 

National UAS Certificate for Small Unmanned Aircraft (BNUC-S) Standard for UA pilot 

certification.8 This standard results in a type-specific UA certificate and does not require the 

operator to have a pilot’s license. The process involves taking a short ground school course, 

passing a ground school test and then passing a practical test on commercial operation of the 

specific UA per the UA manufacturer’s operations manual.

All of this experience and evidence indicates that the proposed exemption will provide a 

greater level of safety than operations under 14 C.F.R. §61.113. In this instance, the PICs will 

have gone through training as described above in Section III B. This training and education is 

focused on UAs generally, and in particular on the aircraft to be operated, rather than taking 

additional time and risk to train on a manned aircraft, weighing several thousand pounds and 

carrying highly flammable fuel.

The FAA has concluded in the NPRM that such UA-specific training is more than 

sufficient to provide an equivalent level of safety for UA operations. Sometime in the next 18-

24 months, that position will be enshrined in a valid regulation. However, in the meantime, the 

FAA claims it lacks the authority to relax the requirement to possess a pilot certificate. As we 

show in the next section, that position is both incorrect and contradicted by the FAA’s recent 

decisions.

2. The FAA does have, and has already, exercised the authority to exempt 

petitioners from the airman certificate requirement.

The FAA claims that it lacks authority to exempt UA operators from the requirement of 

49 U.S. §44711 to hold an airman certificate authorizing the airman “to serve in the capacity for 

which the certificate was issued.” See, e.g., Exemption No. 11110 at 14. This claim is 

inconsistent with both (i) the statutory language of that section and Section 333, and (ii) 

numerous recent FAA decisions.

The operative part of 49 USC §44711 provides that a “person may not . . . serve in any

5 Civil Aviation Authority, Safety Regulation Group, Unmanned Aircraft System Operations in 

UK Airspace – Guidance, Section 2, Chapter 5, Page 2 (Aug. 10, 2012), available at 

https://www.caa.co.uk/docs/33/CAP722.pdf.

6 Civil Aviation Authority, Unmanned Aircraft and Aircraft Systems, available at

http://www.caa.co.uk/default.aspx?catid=1995&pagetype=90

7 Australian Government Civil Aviation Safety Authority, available at 

http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_100374.

8 See EuroUSC International, “Pilot Qualification,” available at 

http://eurousc.com/services/pilot-qualifications/.

20
capacity as an airman with respect to a civil aircraft, . . . used, or intended for use, in air 

commerce — (A) without an airman certificate authorizing the airman to serve in the capacity 

for which the certificate was issued . . . “ If the FAA’s interpretation were correct, this language 

would require that any person wishing to operate a UA for commercial operations have an 

airman certificate authorizing the person to serve as an airman in commercial operations.

However, in all of its recent grants of Section 333 petitions, the FAA has – without 

explicitly acknowledging the fact - exempted commercial UA operators from the §44711(A) 

requirement that they hold an airman certificate authorizing them “to serve in the capacity for 

which the certificate was issued.” It has done so by allowing them to operate UA so long as they 

hold a private pilot’s or sport pilot’s authorization, even though such a certificate does not permit 

commercial operations. Exemption No. 11062 at 15-18; Exemption No. 11110 at 14-16;

Exemption No. 11191 at 3-5; and Exemption No. 11229 at 3 and 8.

The FAA argues that it cannot exempt petitioners from the requirements of §44711 

because, while the specific language of Section 333 grants it limited statutory flexibility relative 

to 49 U.S.C. §44704 for the purposes of airworthiness certification, Section 333 does not provide 

flexibility relative to §44711 and other sections of Title 49. Exemption No. 11110 at 14. This 

argument ignores the plain language of Section 333. The relevant language of Section 333 is:

(a) IN GENERAL.—Notwithstanding any other requirement of this subtitle, and 

not later than 180 days after the date of enactment of this Act, the Secretary of 

Transportation shall determine if certain unmanned aircraft systems may operate 

safely in the national airspace system before completion of the plan and 

rulemaking required by section 332 of this Act or the guidance required by 

section 334 of this Act.

(b) ASSESSMENT OF UNMANNED AIRCRAFT SYSTEMS.—In making the 

determination under subsection (a), the Secretary shall determine, at a 

minimum—

(1) which types of unmanned aircraft systems, if any, as a result of their size, 

weight, speed, operational capability, proximity to airports and populated areas, 

and operation within visual line of sight do not create a hazard to users of the 

national airspace system or the public or pose a threat to national security; and

(2) whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for 

the operation of unmanned aircraft systems identified under paragraph (1).

(c) REQUIREMENTS FOR SAFE OPERATION.—If the Secretary determines 

under this section that certain unmanned aircraft systems may operate safely in 

the national airspace system, the Secretary shall establish requirements for the 

safe operation of such aircraft systems in the national airspace system.

The language of Section 333(b) is permissive: it requires that the Secretary “determine, 

at a minimum . . . whether a certificate of waiver, certificate of authorization, or airworthiness 

certification under section 44704 of title 49, United States Code, is required for the operation of 

unmanned aircraft systems identified under paragraph (1).” Nothing in (b) precludes the

21
Secretary from determining whether or not a pilot’s license is required for operation of a UA 

identified under paragraph (b)(1).

Indeed, the FAA has implicitly conceded the point by granting exemptions from the 

requirement that commercial UA operators hold a commercial pilot certificate. From an 

analytical standpoint, there is no difference between granting an exemption from the commercial 

pilot’s license requirement and granting an exemption from the private or sport pilot’s license 

requirement. Both are clearly exemptions from a specific statutory requirement in 49 U.S.C.

§44711. If the FAA has the statutory authority under Section 333(b) to do the former, it has the 

same authority to do the latter.9

9 The FAA has not specifically identified the statutory provision that underpins its authority to 

grant the exemptions from the commercial pilot’s license requirement. Whether the statutory 

basis is Section 333 or some other provision makes no difference. If there is a basis for a partial 

exemption from in 49 U.S.C. § 44711, that basis also justifies an exemption from the entire 

provision.

22
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 THE SPIRIT OF FLIGHT

Additional

Accessories:

Zenmuse GoPro® Gimbal (for Stable Aerial Footage )

iPad Ground Station (for Planning Precision Flights)

DJI Lightbridge (for HD FPV Flight)

iOSD (for Real-Time Flight Data Display)

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CREATE

ASTONISHING

How to install

the Zenmuse H3-3D on the New Phantom 2

How to install

the Zenmuse H3-2D on Phantom 2

Introduces The Phantom 2 Zenmuse H3-3D on Phantom Stability Demo
25

5

REAL FLIGHT AT YOUR FINGERTIPS

See what the camera sees and lose yourself in picture quality so good it will feel like you’re in the sky yourself.

Requires DJI Lightbridge, iOSD mini or iOSD MK II, video downlink and monitor.

AERIALS

The Phantom 2 is unbelievably easy to fly. Combined with smooth, 

stabilized footage from the H3-2D, H3-3D or H4-3D gimbal, aerial 

cinematography and videography has never been easier. It’s light, 

rugged and perfect for travel.

Requires Zenmuse H3-2D, H3-3D or H4-3D, video downlink and 

monitor.
26

DJI IOSD 

SOLUTION

Install an iOSD MK II or iOSD mini to see real-time flight data.

DJI LIGHTBRIDGE 

SOLUTION

The DJI Lightbridge 2.4G full HD digital video downlink features a native OSD system that 

needs no additional equipment, for an all-in-one FPV experience. Once connected, you 

can control your flight controller through its built-in 2.4G remote control link or DJI 5.8G 

remote control.
27

More Features

LIGHTWEIGHT,

EASY TO CARRY

WEIGHT

1000g

DIMENSIONS (CM)

29 x 29 x 18

FLIGHT TIME

25mins

UNBELIEVABLE INTELLIGENCE

Program your flight path from an iPad with the 16 waypoint Ground Station system, to shoot with more precision than ever. 

(Requires DJI 2.4G Bluetooth(R) Datalink.)
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Body

Remote Control

With H3-3D

click and drag

Highlights

CREATE

28/29ASTONISHING

Buy Now
AERIALS

The Phantom 2 is unbelievably easy to fly. Combined with smooth,

stabilized footage from the H3-2D, H3-3D or H4-3D gimbal, aerial

cinematography and videography has never been easier. It’s light,

rugged and perfect for travel.

Requires Zenmuse H3-2D, H3-3D or H4-3D, video downlink and

monitor.

REAL FLIGHT AT YOUR FINGERTIPS

See what the camera sees and lose yourself in picture quality so good it will feel like you’re in the sky yourself.

Requires DJI Lightbridge, iOSD mini or iOSD MK II, video downlink and monitor.

30
DJI LIGHTBRIDGE

SOLUTION

The DJI Lightbridge 2.4G full HD digital video downlink features a native OSD system that

needs no additional equipment, for an all-in-one FPV experience. Once connected, you

can control your flight controller through its built-in 2.4G remote control link or DJI 5.8G

remote control.

DJI IOSD

SOLUTION

Install an iOSD MK II or iOSD mini to see real-time flight data.

79
UNBELIEVABLE INTELLIGENCE

Program your flight path from an iPad with the 16 waypoint Ground Station system, to shoot with more precision than ever.

(Requires DJI 2.4G Bluetooth(R) Datalink.)

Technology

ALL-IN-ONE NEW DESIGN

Self-tighteningPropeller

Micro USB Port

CAN-Bus Expansion Module

INTELLIGENT, LONG LASTING

BATTERY

25% – 50% – 75% – 100% Battery Capacity

The high capacity, high performance 5200mAh Lithium Polymer battery

offers up to 25 minutes of flight time. It provides battery capacity data,

over charge/discharge protection, as well as maintenance reminders

making the battery extremely safe and reliable.

FLIGHT TIME

25 Mins

32
GREATER CONTROL

Gimbal Control

The upgraded remote control comes with many new features. A gimbal

control dial, trainer port, built-in rechargeable LiPo battery with a capacity

of 2000mAh, battery level LED indicators and throttle locking feature that

holds the throttle stick in place when descending are all included. The new

remote control is compatible with the Phantom 2 Vision+ and Phantom 2.

Battery Life

Trainer Port

Use DJI Lightbridge to control your aircraft or connect the remote control to

your computer via the trainer port to run a simulation application and

practice your flying skills.

IMPROVED POWER

New motors, propellers, and ESCs combine to give you greater thrust and control than ever before. You can load more equipment on your Phantom, and

achieve up to 200g/arm of extra thrust when using a 3S LiPo battery with this completely new system.

33
NEW COMPASS

A new, anti-static compass has been

developed, with a protective shell to help

shield it in any flight conditions.

EASY BATTERY 34
REPLACEMENT

Integrated battery compartment allows battery

changes in a matter of seconds.

Functions

PRECISION FLIGHT 

AND STABLE 

HOVERING

An integrated GPS auto-pilot system that offers position holding, altitude

lock and stable hovering allows you to focus attention to be focused on

shooting.

35
Return to Home

Out of Range AUTO RETURN-TO-HOME

/ONE-KEY GO-HOME

If the Phantom 2 and its controller are disconnected during flight, the system’s

failsafe protection will activate, automatically telling and if the signal is good enough,

the Phantom 2 to return home and land automatically.

Home Point

Control Range

You can also setup a One Key Go Home function to activate this feature manually.

NO FLY ZONES FEATURE

In order to increase flight safety and prevent accidental flights in restricted areas, the new

firmware for the Phantom 2 series includes a No Fly Zone feature.

These zones have been divided into two categories: A and B. For a full explanation of the

difference between the categories and to view a complete list of places included, please

click here.

36
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General Features Ready to Fly, Multifunctional Quad-rotor System

Customized H3-2D and H3-3D Gimbal Support

PrecisionFlight andStableHovering

25min Flight Time & Smart Battery

Auto Return-to-Home &Landing

Advanced Power Management

IntelligentOrientationControl(IOC)

EasyBatteryReplacement

Self-tightening Propeller

Video Downlink Support

CAN-BusExpansionModule

Aircraft Weight (Battery & Propellers Included) 1000g

Hover Accuracy (Ready To Fly) Vertical: 0.8m;

Horizontal: 2.5m

Max Yaw Angular Velocity 200°/s

Max TiltAngle 35°

Max Ascent / Descent Speed Ascent: 6m/s;Descent: 2m/s

Max FlightSpeed 15m/s(Not Recommended)

DiagonalLength 350mm

Flight Time 25mins

Take-OffWeight ≤1300g

37

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Operating Temperature

SupportedBattery

-10°C ~ 50°C

DJI SmartBattery

DJI Smart Battery Type

Capacity

ChargingEnvironmentRange

DischargingEnvironmentRange

3S LiPo

5200mAh,11.1V

0 to 40

-20 to 50

2.4GHz Remote Control Operating Frequency

Communication Distance (Open Area)

ReceiverSensitivity(1%PER)

Working Current/Voltage

Built-In LiPo Battery Working Current/Capacity

2.4GHz ISM

1000m

-97dBm

120mA@3.7V

3.7V,2000mAh

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UNPRECEDENTED

PHOTOGRAPHIC EXPERIENCE

Experience A New Level Of Photography

Real time live-view on your mobile device allows you take photos and 

videos from a completely new perspective.

39

 YOUR FLYING CAMERA

Buy Now
LIGHTWEIGHT 

EASY TO CARRY

WEIGHT 

1160g

DIMENSIONS (CM)

29 x 29 x 18

INTEGRATED

HIGH END CAMERA

TAKE PHOTOS

14 Megapixel Still Image

RECORD VIDEO

1080/30p or 1080/60i 40

EXCEPTIONAL FLIGHT 

EXPERIENCE

The first integrated mobile phone FPV (First Person View) system 

Wi-Fi wireless connection up to a distance of 300m

Real-Time telemetry data and flight parameters

SHARE YOUR PHOTOS & VIDEOS
41

More Features

GROUND STATION SUPPORT

Program a flight path using your smartphone with our 16 waypoint Ground Station system. Tilt the camera up and down, 

take photos and shoot video all while the Phantom 2 Vision+ flies autonomously.

FLIGHT TIME

25mins

FOV AND APERTURE

140 ° wide-angle f/2.8
42

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Body

Remote Control

click and drag

UNPRECEDENTED

PHOTOGRAPHICEXPERIENCE

SHARE YOUR PHOTOS&

VIDEOS

UNPRECEDENTED

PHOTOGRAPHIC

EXPERIENCE

EXCEPTIONAL FLIGHT

EXPERIENCE

43

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HIGH

PERFORMANCE

CAMERA

The Phantom 2 Vision carries an extremely high quality stills camera

and a 4GB micro SD card. It shoots full HD video at 1080p 30/60i and

takes 14 megapixel still photos.

Lens

Processor

Sensor

CAMERA TILT CONTROL

During flight, the camera is stabilized on the tilt axis. Tilt control can be remotely

controlled through the App making it simple and easy to use.

44
TAKE PHOTOS

RECORD VIDEOS

45
ADAPTERS SUPPORT VARIOUS 46MM LENS FILTERS

The innovative adapter supports a variety of 46MM lens filters,

making your photo as colorful as you can imagine.

Without Filter With Filter

46mm

ADOBE LENS PROFILE SUPPORT

A lens profile released by Adobe for DJI Phantom 2 Vision's camera

can be used to remove lens distortion

*Available as standard in the latest versions of Adobe Lightroom, Adobe Camera Raw for Photoshop and Adobe Premiere.

Before After

46
SUPPORTS ADOBE DNG RAW

Photo in DNG RAW format captured by the Vision camera

retains the original image information allowing for convenient post processing.

CAMERA PARAMETER SETTINGS

Camera settings including Picture Quality, ISO, Exp47ure Compensation, White Balance, and RAW or JPEG
capture can be adjusted through the Vision app.

Smartphone WI-FI CONNECTION

Monitor real-time flight data along with live camera view up to a distance of

300m with a Wi-Fi wireless connection to your mobile device.

Wi-Fi Repeater 300 Meters

ALBUM SYNCHRONIZATION

Wi-Fi loading...

Beam photos and videos from the Vision 

straight to your phone using Wi-Fi. No PC

required.

SHARING

48
Share your timeless memories directly from the DJI Vision Mobile App.

EXCEPTIONAL FLIGHT EXPERIENCE

49
PRECISION FLIGHT 

AND STABLE 

HOVERING

The integrated GPS auto-pilot system offers position holding, provides

altitude lock along with stable hovering giving you constant stable

flights so you can focus on getting the shots.

NEW COMPASS

A new, anti-static compass has been

developed, with a protective shell to help

shield it in any flight conditions.

50
Return to Home

Out of Range RADAR POSITIONING &

RETURN HOME

Home Point

Control Range

The flight radar can display the current position of the Phantom 2 Vision in relation to

the pilot.

Exceed the control range of the Remote Control and you’ll trigger the ‘Return-toHome’ feature which will automatically fly the Phantom 2 Vision back and safely land

at its takeoff point.

ONSCREEN REAL-TIME FLIGHT PARAMETERS

Keep track of the current flight status with the onscreen display overlay. Wi-Fi Singal Strength

Battery Capacity

SD Card Status

GPS Satellites

Attitude & Direction

Height & Speed

Flight Distance

51
LONG FLIGHT TIME

The high capacity, high performance 5200mAh Lithium Polymer battery

offers up to 25 minutes of flight time. It provides battery capacity data,

over charge/discharge protection, as well as maintenance reminders

making the battery extremely safe and reliable.

25% – 50% – 75% – 100% Battery Capacity

FLIGHT TIME

25 Mins

Safer

Easier Longer lasting

EASY BATTERY

REPLACEMENT

Integrated battery compartment allows battery

changes in a matter of seconds.

52
SELF TIGHTENING

PROPELLERS

NO FLY ZONES FEATURE

In order to increase flight safety and prevent accidental flights in restricted areas, the new

firmware for the Phantom 2 series includes a No Fly Zone feature.

These zones have been divided into two categories: A and B. For a full explanation of the

difference between the categories and to view a complete list of places included, please

click here.

53
 STORE PRODUCTS SUPPORT COMMUNITY DEVELOPER Worldwide (English)

Overview Features No FlyZones Specs Videos Downloads FAQ Wiki Dealers

General Features Lightweight,multi-functionalintegrated aircraft and camera

Camera remote-control by DJI VISION APP

Range Extender increases Wi-Fi distance to 300m

Anti-vibration camera platformwith single axisstabilisation

Low-voltage protection

Virtual Radar aircraft locator on mobile device

Range of camera tilt options

Multiple, continuous and timed capture options

HD Video Recording (1080/p30 or 1080/60i)

RAW and JPEG picture formats

Aircraft Battery 5200mAhLiPo

Weight (Battery & Propellers Included) 1160g

Hover Accuracy (Ready To Fly) Vertical: 0.8m;Horizontal:2.5m

Max Yaw Angular Velocity 200°/s

Max TiltAngle 35°

Max Ascent / Descent Speed Ascent: 6m/s;Descent: 2m/s

Max FlightSpeed 15m/s(NotRecommended)

DiagonalLength 350mm

Tilting Range Of Gimbal 0°-60°

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Transmitter Operating Frequency

Communication Distance (Open Area)

ReceiverSensitivity(1%PER)

TransmitterPower

WorkingVoltage

Battery

5.728GHz 5.8GHz

CE: 300m; FCC: 500m

-93dBm

CE: 25mw; FCC: 125mw

80mA@6V

4 AABatteries

Camera Resolution

FOV

SensorSize

Functionality

14 Megapixels

120°/ 110°/ 85°

1/2.3"

Support of multi-capture, continuous capture and timed capture

Support of HD Recording (1080/p30 or 1080/60i)

Supports of both RAW and JPEG picture format

Range Extender Operating Frequency

Communication Distance (Open Area)

TransmitterPower

Power Consumption

2412-2462MHz

300m

<=17dBm

1.5W

DJI VISION App System Requirement Of Mobile Device

Mobile Device Support

55

iOS version 6.1 or above/ Android system version 4.0 or above

iOS recommended: iPhone 4s, iPhone 5, iPhone 5s, iPhone 6, iPhone 6 Plus, iPod touch 5

(available but not recommended: iPad 3, iPad 4, iPad mini)
Android recommended: Samsung Galaxy S3, S4, Note 2, Note 3 or phones ofsimilar

configuration

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 56/57

 YOUR FLYING CAMERA

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UNPRECEDENTED

PHOTOGRAPHIC EXPERIENCE

Experience A New Level Of Photography

Real time live-view on your mobile device allows you take photos and 

videos from a completely new perspective.

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LIGHTWEIGHT 

EASY TO CARRY

WEIGHT 

1160g

DIMENSIONS (CM)

29 x 29 x 18

INTEGRATED

HIGH END CAMERA

TAKE PHOTOS

14 Megapixel Still Image

RECORD VIDEO

1080/30p or 1080/60i 59

EXCEPTIONAL FLIGHT 

EXPERIENCE

The first integrated mobile phone FPV (First Person View) system 

Wi-Fi wireless connection up to a distance of 300m

Real-Time telemetry data and flight parameters

SHARE YOUR PHOTOS & VIDEOS
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More Features

GROUND STATION SUPPORT

Program a flight path using your smartphone with our 16 waypoint Ground Station system. Tilt the camera up and down, 

take photos and shoot video all while the Phantom 2 Vision+ flies autonomously.

FLIGHT TIME

25mins

FOV AND APERTURE

140 ° wide-angle f/2.8
 STORE PRODUCTS SUPPORT COMMUNITY DEVELOPER Worldwide (English)

Overview Features No Fly Zones Specs Videos Downloads FAQ Wiki Dealers

Body

Remote Control

click and drag

RADAR POSITIONING & 

RETURN HOME

The flight radar displays the current position of the Phantom 2 

Vision+ in relation to the pilot.

Exceeding the control range of the remote control will trigger 

‘Return-to-Home’, meaning the Phantom 2 Vision+ will 

automatically fly back to its takeoff point and land safely.

Out of Range

Return to Home

Home Point

Max flight time 61/62 Control Range

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25 Mins

ONSCREEN REAL-TIME FLIGHT 

PARAMETERS

Keep track of current flight telemetry and see what your Phantom sees on your 

mobile device.

Radar positioning Flight parameters Return home

HIGH PERFOR1M12ANCE CAMERA
CAMERA TILT CONTROL

Tilt the camera as you fly, creating unique angles and 

amazing shots.

GREATER CONTROL

The upgraded remote control comes with many new 

features. A gimbal control dial, trainer port, built-in 

rechargeable LiPo battery with a capacity of 2000mAh, 

battery level LED indicators and throttle locking feature that 

holds the throttle stick in place when descending are all

included. The new remote control is compatible with the
Gimbal Control Phantom 2 Vision+ and Phantom 2.

Battery Life

Trainer Port

Use DJI Lightbridge to control your aircraft or connect the remote

control to your computer via the trainer port to run

a simulation application and practice your flying skills.

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IMPROVED POWER

New motors, propellers, and ESCs combine to give you greater thrust and control than ever before. You can load more equipment on 

your Phantom, and achieve up to 200g/arm of extra thrust when using a 3S LiPo battery with this completely new system.

NEW COMPASS

A new, anti-static compass has been 

developed, with a protective shell to 

help

shield it in any flight conditions.

READY TO FLY

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Point the camera straight down for a totally unique view of your world.

ADOBE LENS PROFILE SUPPORT

An Adobe lens profile for barrel distortion removal is available for the DJI Phantom 2 Vision+ camera.

* Available as standard in the latest versions of Adobe Lightroom, Adobe Camera Raw for Photoshop and Adobe Premiere.

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SUPPORTS ADOBE DNG RAW

DNG RAW photo capture means all original image information is retained for powerful post processing.
Before After

CAMERA PARAMETER SETTINGS

Camera settings including Picture Quality, ISO, Exposure Compensation, White Balance, and capture Format can be adjusted through

the VISION app.

ALBUM

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SYNCHRONIZATION

Beam photos and videos from the Vision+ straight to 

your phone using Wi-Fi. No computer required.

Up to 700m

Wi-Fi connection

NO FLY ZONES FEATURE

In order to increase flight safety and prevent accidental flights in 

restricted areas, the new firmware for the Phantom 2 series 

includes a No Fly Zone feature.

These zones have been divided into two categories: A and B. For a 

full explanation of the difference between the categories and to 

view a complete list of places included, please click here.

69
 STORE PRODUCTS SUPPORT COMMUNITY DEVELOPER Worldwide (English)

Overview Features No FlyZones Specs Videos Downloads FAQ Wiki Dealers

Aircraft SupportedBattery

Weight (Battery & Propellers Included)

Hover Accuracy (Ready To Fly)

Max Yaw Angular Velocity

Max TiltableAngle

Max Ascent / Descent Speed

Max FlightSpeed

Diagonal Motor-MotorDistance

DJI 5200mAh LiPoBattery

1242g

Vertical: 0.8m;Horizontal:2.5m

200°/s

35°

Ascent: 6m/s;Descent: 2m/s

15m/s(NotRecommended)

350mm

Gimbal WorkingCurrent

ControlAccuracy

Controllable Range

Maximum AngularSpeed

Static : 750mA; Dynamic : 900mA

±0.03°

Pitch : -90° 0°

Pitch :90°/s

Camera OperatingEnvironmentTemperature

SensorSize 70

0 -40

1/2.3"

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EffectivePixels

Resolution

HDRecording

RecordingFOV

14 Megapixels

4384×3288

1080p30 &720p

110° / 85°

Remote Control Operating Frequency

Communication Distance (Open Area)

ReceiverSensitivity(1%PER)

TransmitterPower

WorkingVoltage

Built-In LiPo Battery Working Current/Capacity

5.728 GHz 5.85 GHz

CE Compliance: 400m; FCCCompliance: 800m

-93dBm

CE Compliance: 25mW; FCCCompliance: 100mW

120mA@3.7V

3.7V,2000mAh

Range Extender Operating Frequency

Communication Distance (Open Area)

TransmitterPower

Power Consumption

2412-2462MHz

500-700m

20dBm

2W

DJI VISION App System Requirement Of Mobile Device

Mobile Device Support

71

iOS version 6.1 or above/ Android system version 4.0 or above

iOS recommended: iPhone 4s, iPhone 5, iPhone 5s, iPhone 6, iPhone 6 Plus, iPod touch 5

(available but not recommended: iPad 3, iPad 4, iPad mini)

Android recommended: Samsung Galaxy S3, S4, Note 2, Note 3 or phones ofsimilar

configuration
Phantom 2 Vision-Precautions

Using the Propellers Precautions:

 Propellers are self tightening during flight. DO NOT use any thread locker on the threads. 

 Make sure to match the propeller nut colors with the corresponding motors. 

 It is advised to wear protective gloves during propeller assembly and removal. 

 Check that the propellers and motors are installed correctly and firmly before every flight. 

 Check that all propellers are in good condition before flight. DO NOT use any ageing, chipped, or broken propellers. 

 To avoid injury, STAND CLEAR of and DO NOT touch the propellers or motors when they are spinning. 

 ONLY use original DJI propellers for a better and safer flight experience. 

Correct Battery Usage Notes:

 It’s suggested you purchase a new battery after you have discharged your current battery over 300 times.

 It’s recommended to charge and discharge the battery thoroughly once every 20 charge/discharge cycles. Users should discharge the battery until there is 

less than 8% power left or until the battery can no longer be turned on. Refer to the DJI VISION App for an exact readout of the battery percentage level. You 

should then fully recharge the battery to maximum capacity. This power cycling procedure will ensure the battery is working at its optimal level. 

 Turn the power OFF when you have finished flying and remove the battery from its compartment. 

 Take the battery out of the aircraft after every flight and store the battery in a safe and secure place. 

 Adhere to the notes for the battery in the disclaimer and regard safety as your first priority. 

 The battery should be charged in an environment that is between 0°C to 60°C. 

 It’s suggested that you purchase a new battery if the current battery is swollen or damaged in any way. 

 Never try to recharge or fly with a battery that is swollen or damaged in any way. 

 Never charge the battery unattended. Always charge the battery on a non-flammable surface such as concrete and never near any flammable materials. 

Calibration Warnings:

 DO NOT calibrate your compass where there is a possibility for the existence of strong magnetic interference such as magnetite, parking structures, and steel 

reinforcement underground. 

 DO NOT carry ferromagnetic materials with you during calibration such as keys or cellular phones. 

 Compass Calibration is very important; otherwise the flight control system will not work properly. 

 

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