December 8, 2015 

U.S. Department of Transportation 

Docket Management System 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Re: Exemption Request Under Section 333 of the FAA Reform Act and Part 11 of the Federal 

Aviation Regulations

Dear Madam, Sir, 

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

and 14 C.F.R. Part 11, Odin Aerodata, LLC (“Odin Aerodata”), an operator of the eBee 

Unmanned Aircraft System (“eBee”) and eXom Unmanned Aircraft System (“eXom”) seeks an 

exemption from the Federal Aviation Regulations (“FARs”) listed below: 

• 14 C.F.R. 21 

• 14 C.F.R. 45.23 

• 14 C.F.R 45.29 

• 14 C.F.R. 61.133(a) 

• 14 C.F.R. 91.7(b) 

• 14 C.F.R. 91.9(b)(2) 

• 14 C.F.R. 91.109(a) 

• 14 C.F.R. 91.119 

• 14 C.F.R. 91.151(a) 

• 14 C.F.R. 91.203(a) & (b) 

• 14 CFR Subpart E (91.401 - 91.417) 

The requested exemption would authorize commercial operations using the eBee and eXom for 

mapping, survey & inspection applications. These operations will be subject to strict operating 

requirements defined in the eBee and eXom user manuals (Odin Aerodata requests the FAA treat 

the user manual as proprietary under 14 C.F.R. 11.35(b) and does not include this document in the 

public docket) and conditions defined in the paragraph 3. These manuals are, by reference, 

incorporated herein and are part of existing Authorizations Granted for Exemption under Section 

333 of the FAA Reform Act and Part 11 of the Federal Aviation Regulations, identified as 

follows: 

SenseFly eBee & SenseFly eXom

April 1, 2015, Amended July 23, 2015 

Exemption No. 11263 & Exemption No. 11263A 

Regulatory Docket No. FAA−2014−0727 

Mr. Jean-Christophe Zufferey 

CEO, SenseFly Ltd. 
1a. CHARACTERISTICS OF THE AIRCRAFT (eBee) 

The eBee is a small (37.8 inches wingspan) and ultra-light (maximum take-off weight of 1.7 

pounds) platform made of flexible foam that performs pre-programmed precision aerial mapping 

missions thanks to the on-board GPS and the related flight management software (eMotion) that 

allows the operator to plan safely and efficiently a mission in 3D, and then monitor it in real-time. 

Thanks to the embedded camera, protected by a foam envelope, the eBee takes a collection of 

high-definition still images that are used later to generate maps and contour lines of the surveyed 

area. 

The four main characteristics of the eBee are: 

a. Very light weight 

The eBee is so light that the operator can launch it by hand and let it land on almost any surface 

without requiring a parachute or landing net (belly land). Its low impact energy (38 J in case of a 

controlled emergency landing) also significantly reduces the risk of hazardous situations. Finally, 

the wings of the eBee are detachable and made of flexible foam with no sharp or hard edges and 

almost no internal strengthening structure. 

b. Electric-powered 

The eBee is electric powered. A brushless engine technology makes it silent and reliable. The 

propeller is attached with a rubber band to the body of the plane so that it can easily flex away in 

case of contact with any object. 

c. Semi-automatic flight 

The artificial intelligence incorporated within the eBee autopilot system continuously analyzes 

data from the Inertial Measurement Unit and from the onboard GPS and takes care of all the 

aspects of the flight under the supervision of the operator. 

d. Option for Manual control 

Additionally, the eBee provides an override capability that allows the operator to take manual 

actions during the flight (Go to Home, Go Land, Hold and Resume the mission) and also suspend 

automated operations and take manual control of the aircraft should it become necessary to 

respond emergent circumstances, thanks to the remote controller provided with the system. 

1b. CHARACTERISTICS OF THE AIRCRAFT (eXom) 

The eXom, weighing 3.7 pounds (Maximum Take-off weight), contains a rich array of advanced 

integrated sensors. These sensors work together to provide the user with full situational 

awareness and support obstacle avoidance: 

• Five ‘Navcam’ vision sensors allow the operator to see in the direction the drone is 

moving via its flight control software, without needing to turn the system’s 

TripleView camera head. This technology is unique in such a lightweight UAS, 

similar to the visual parking sensors in modern cars, but brought into a 3D flight 

environment. 

 
• Five ultrasonic proximity sensors work in harmony with eXom’s Navcams to 

ensure the operator always knows the drone’s distance from nearby objects. (The 

drone’s shock absorbant carbon fiber shrouding is also always on hand to protect 

its rotors in case of surface contact.) 

 

• Numerous other sensors, including inertial measurement units, barometers, 

magnetometers, GPS and magnetic encoders, maximize the drone’s stability and 

safety. 

eXom offers different flight modes to suit every project: Semi-automatic mode (waypoint 

navigation) or interactive ScreenFly mode (using the supplied joypad to navigate and orientate the 

drone via computer screen). The ScreenFly mode includes flight assistance features such as 

cruise control and distance lock. In any situation, RC-based control always remains available as a 

backup function. 

The eXom is particularly safe. It was developed with flexible material absorbing potential 

shocks, and SenseFly R&D team has developed also a unique carbon-fiber shrouding protecting 

the propellers. Redundancy was also added in the command and control system – in case 

something happens to the primary autopilot, the eXom will switch automatically to the secondary 

autopilot.

2. APPLICATIONS 

Applications of both the eBee and eXom will include previously authorized applications as found 

under Exemption No. 11263 & Exemption No. 11263A which include aerial mapping, surveying, 

data collection and inspection of infrastructure for use in maintenance and engineering design. 

The technology offered by the senseFly eXom will allow up-close inspection of infrastructure 

such as bridges, power pylons and cell phone towers and other hard to reach industrial facilities 

by the remote use of a UAS. Not only will this result in significant cost savings for business, but 

it is much safer to inspect these types of structures remotely by UAS. An Example are cell phone 

towers. The eXom, with its wide array of sensors can easily inspect and produce 3D maps of a 

tower for civil engineers and surveyors to review on the ground. The current method of 

inspecting a cell tower entails having technicians climb the tower to inspect components. Many 

climbing deaths occur each year and the eXom can eliminate the need to climb these towers on a 

regular basis, thereby cutting down the injury rate significantly. Other infrastructure, such as 

some of the 600,000 bridges in America today, requires inspections on a regular basis. It is 

difficult to stay on schedule with inspections when so many need to be performed, however, the 

automation and sensor payload of the eXom allows for thorough and safe inspections in a fraction 

of the time. The eXom obtains enough data using its high-resolution cameras to process images 

into 3D models of features. These inspections can be done in-office after the bridge, tower or 

other infrastructure is surveyed. Civil engineers can use this information to design repairs or 

upgrades, improving the good for the public in a safer way. Railroads, DOTs and other 

government agencies are prime candidates for using our UAS bridge inspection services. The 

small form of the eXom would minimize disturbances on highways allowing traffic to flow 

unhindered as opposed to lane closures and bottlenecks creating dangerous working conditions. 

The size of the eXom poses no threats to the public given the lack of combustible fuel on-board 

when compared to fill size manned aircraft as well as posing no threat to a pilot or crew’s life 

since it is remotely operated. With its full suite of sensors, the eXom is self-aware using 

ultrasonic sensors to maintain its safe operating distance from objects on the ground or in the air. 
Caged rotors allow the eXom to bump up against structures without causing harm to the aircraft 

or structure. The operation of this UAS will minimize ecological damage and promote economic 

growth by providing information to businesses, agencies and individuals throughout the Delaware 

Valley region. 

3. APPLICABLE LEGAL STANDARD UNDER SECTION 333

a. Airworthiness assessment of the eBee 

Odin Aerodata notes that the airworthiness of the eBee has already been demonstrated for 

different projects in the United States, involving state/federal agencies or universities (among 

others the New Mexico State University: https://newscenter.nmsu.edu/Articles/view/10208/nmsuuas-flight-test-center-conducts-ebee-airworthiness-assessment, and the USACE New Orleans, 

who coordinated with the Department of Army and the FAA to obtain all authorizations required 

in order to operate the eBee UAS). Moreover the eBee already received 15 Exemptions from the 

FAA. 

SenseFly also obtained flight approvals for the eBee (delivered by national civil aviation 

authorities) in many countries, among others: 

• Switzerland (flight approval for VLOS operations) 

• Canada (flight approval for VLOS operations) 

• Australia (flight approval for VLOS operations) 

• France (flight approval for Extended-VLOS operations) 

• Germany (flight approval for VLOS operations) 

• United Kingdom (flight approval for VLOS operations) 

• Norway (flight approval for VLOS operations) 

• Sweden (flight approval for VLOS operations) 

• Denmark (flight approval for VLOS operations) 

b. Operating requirements 

Grant of the exemption to Odin Aerodata for the eBee and eXom will be subject to the following 

operating conditions: 

• 1. Operations authorized by this grant of exemption are limited to the SenseFly eBee and 

eXom 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, 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 

Colombia, 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. 

• 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 predetermined 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. 

• 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 (NNumber) 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. 
3. CONCLUSION 

The grant of the requested exemption is in the public interest based on the clear direction in 

Section 333 and 49 U.S.C. §44701(f), the equivalent and enhanced level of safety of the 

proposed operations, the significant public benefit and cost savings to be realized as a result of 

the use of a UAS for aerial inspection and survey services. Moreover, the FAA has already 

granted similar exemptions for UAS used to conduct high-resolution aerial imaging and 

surveying operations for aircraft with less sophisticated flight control features. Accordingly, the 

applicant respectfully requests that the FAA grant the requested exemption without delay.

Yours sincerely, 

Adam R. Grant 

Founder 

Odin Aerodata, LLC 

5 Haines Avenue 

Medford, NJ 08055 
ANNEX A: EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY 

SHOWINGS UNDER APPLICABLE RULES SUBJECT TO EXEMPTION

Odin Aerodata requests an exemption from the following regulations as well as any additional 

regulations that may technically apply to the operation of the eBee and eXom: 

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 

14 CFR § 91.203(a)(1) 

Section 91.203 requires all civil aircraft to have a certificate of airworthiness. Part 21, Subpart H,

entitled Airworthiness Certificates, establishes the procedural requirements for the issuance of 

airworthiness certificates as required by FAR § 91.203(a). Given the size of the eBee and eXom, 

its very light weight and the limited operating area associated with its utilization, it is unnecessary 

to go through the certificate of airworthiness process under Part 21 Subpart H in order to achieve 

or exceed current safety levels. 

Such an exemption meets the requirements of an equivalent level of safety under Part 11 and 

Section 333 of the Reform Act. The Federal Aviation Act and Section 333 of the Reform Act both 

authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon 

consideration of the size, weight, speed, operational capability, and proximity to airports and 

populated areas of the UAS involved. An analysis of these different criteria demonstrates that the 

eBee operated without an airworthiness certificate, under the conditions proposed in that 

exemption, will be at least as safe, or safer, than a conventional aircraft with an airworthiness 

certificate. A proprietary risk assessment for operations with the eBee, which demonstrates that 

assertion, is also being submitted to the FAA as part of this application. Odin Aerodata requests 

the FAA treat the eBee risk assessment as proprietary under 14 C.F.R. 11.35(b) and not include 

this document in the public docket. 

14 C.F.R. § 61.3: Requirements for certificates, ratings and authorizations 

14 C.F.R. § 61.113(a) & (b); 61.133(a): Private Pilot Privileges and Limitations; Pilot in 

Command; Commercial Pilot Privileges and Limitations 

The regulation provides that no person may serve as a required pilot flight crewmember of a civil 

aircraft of the United States, unless that person: 

(1) Has a pilot certificate or special purpose pilot authorization issued under this part in that 

person's physical possession or readily accessible in the aircraft when exercising the privileges of 

that pilot certificate or authorization. However, when the aircraft is operated within a foreign 

country, a pilot license issued by that country may be used. 

The regulation provides also that no person that holds a private pilot certificate may act as pilot in

command of an aircraft for compensation or hire. Subparagraph (b) allows a private pilot to act as 

pilot in command of an aircraft in connection with any business or employment if: 

(1) The flight is only incidental to that business or employment; 

(2) The aircraft does not carry passengers or property for compensation or hire. 

Given the safety features of the eBee and eXom and the fact that the missions are preprogrammed and monitored in real-time with a specific flight management software (eMotion), 
SenseFly proposes that operators of the eBee or eXom should not be required to hold a 

commercial pilot certification. Instead, operators should be required to: 

Have a sport or recreational pilot license (at least) and have successfully passed a manufacturer’s 

training program for the eBee or eXom. 

14 C.F.R. § 91.7(a): Civil aircraft airworthiness

This regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. Should the exemption be granted allowing commercial operation of the eBee without 

an airworthiness certificate, no standard will exist for airworthiness of the eBee. Given the size of 

the aircraft and the previous airworthiness assessments given to the eBee, among others: 

• New Mexico State University: https://newscenter.nmsu.edu/Articles/view/10208/nmsuuas-flight-test-center-conducts-ebee-airworthiness-assessment

• USACE New Orleans, who coordinated with the Department of Army and the FAA to 

obtain all authorizations required in order to operate the eBee UAS for levee system 

monitoring, documentation of construction progress, and extensive oblique photography 

of USACE structures & activities 

An equivalent level of safety will be achieved by insuring compliance with the SenseFly manuals 

prior to each flight. 

14 CFR § 91.119: Minimum Safe Altitudes

The regulation provides that over sparsely populated areas the aircraft cannot be operated closer 

than 500 feet to any person, vessel, vehicle, or structure. Since the aircraft will be operating at a 

maximum of 400 feet AGL, the eBee or eXom cannot comply with this requirement. 

The equivalent level of safety will be achieved because the eBee or eXom will only fly over 

private property with the permission of the landowner. The operator will define before every 

flight a working area radius and a flight area ceiling, preventing the eBee to go beyond the flight 

area. 

The landowner and the persons who may be on the ground in the flight area will be briefed of the 

expected route of flight and the associated risks to persons and property on the ground. Due to the 

small size of the eBee and eXom and the material with which the eBee and eXom are built, the 

hazard to persons, vessels, vehicles, and structures is not comparable to manned aircraft and 

should be considered in granting the exemption. 

Moreover, the aircraft will not be operated over congested areas nor over any open-air assembly 

of persons. The aircraft will be operated at an altitude allowing, if a power unit fails, an 

emergency landing without undue hazard to persons or property on the surface. 

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

The regulation provides that no person may begin a flight in an airplane under day-VFR 

conditions unless there is enough fuel to fly to the first point of intended landing and to fly after 

that for at least 30 minutes. 

Given the area of operation for the eBee and eXom, Odin Aerodata believes that an equivalent 

level of safety is already achieved with the specific procedure preventing the eBee to accept a 
take-off order is the battery level is below a given value. Moreover, SenseFly has integrated “low” 

and “critical” battery level warnings and implemented a “return to Home” (and “Go Land”) 

actions in these situations. 

14 CFR Subpart E (91.401 - 91.417) - Maintenance, Preventive Maintenance, and 

Alterations

The regulation provides that the operator is primarily responsible for maintaining the aircraft in an 

airworthy condition, including compliance with Parts 39 and 43. Paragraphs 91.407 and 91.409 

require that the aircraft be "approved for return to service by a person authorized under 43.7" after 

maintenance and inspection. Section 91.409(a)(2) requires an annual inspection for the issuance 

of an airworthiness certificate. Section 91.417(a) requires the owner or operator to keep records 

showing certain maintenance work that has been accomplished by certificated mechanics, under 

Part 43, or licensed pilots and records of approval of the aircraft for return to service. 

Odin Aerodata proposes that the maintenance of the eBee and eXom will be accomplished by the 

owner/operator according to the maintenance manual, provided by SenseFly. Odin Aerodata 

requests the FAA treat the eBee maintenance manual as proprietary under 14 C.F.R. 11.35(b) and 

not include this document in the public docket. 

An equivalent level of safety will be achieved because the eBee and eXom is small in size, it is 

not a complex mechanical device, it will carry no external payload, and it will operate only in 

restricted predetermined areas. Moreover, the operator is the person most familiar with the aircraft 

and is best suited to maintain the aircraft in an airworthy condition and to ensure an equivalent 

level of safety. Finally, before every flight, the eBee and eXom run automatically a sequence of 

pre-flight tests to make sure that every sensor and every critical part is running properly. If a 

problem is detected, the eBee or eXom will not be able to be switched-on and a message error is 

displayed on the main screen of the flight management software. The operator can then refer to 

the maintenance manual to troubleshoot this issue. Several parts of the eBee and eXom are easily 

interchangeable (propellers, wings, legs), which allows the operator to make sure the wings and 

propulsion system are always airworthy when a mission is initiated.