# CARDS SYSTEMS

01 July 2015 U.S. Department ofTransportation DocketManagement System 1200 NewJersey Ave., SE Washington, DC 20590

Dear Sir orMadam: Attachedplease find Icarus Systems' (Icarus) request for an exemptionfrom the listed Federal Aviation Regulations to allow commercial operation ofSmall Unmanned Aircraft Systems ("sUAS") for aerial imaging, safety surveys, forensic inspections, and lawenforcement support. This exemptionrequest is initiallyfor the use ofthe "Phantom II" and "900" sUAS manufacturedby DJI, an established sUAS company. Also attachedto this letter is the equipmentIcarus FlightManual, which outlinesthe operating requirements, limitations, and technical specifications for the DJI Inspire sUAS System as used by Icarus. Icarus hasreviewedthis Manual andhas found itto be acceptable for sUAS operations. Applicant submits this manual as a Confidential documentunder 14 CFR 11.35 (b) as the entire manual containsproprietaryinformationthatthe applicanthasnot andwill not share with others. The Manual contains operating conditions andproceduresthat are not available to the public and are protected from release underthe Freedom oflnformationAct 5 USC 552 et. seq. Thankyou for yourtime and consideration, andplease let me knowifyou have any questions. Sincerely, " / • Jl'

# ~0'~ Lane Swainston Icarus Systems Director ofOperations Cc File Enclosures

Icarus Systems

# CARUS SYSTEMS

01 July 2015 U.S. Department ofTransportation DocketManagement System 1200 NewJersey Ave., SE Washington, DC 20590

Re: Exemption Request Section 333 oftheFAA Reform Act and Part 11 oftheFederal Aviation Regulations from 14 CFR 61.113 (a) & (b); 91.103(b); 91.119;91.121; 9.151(a); 91.405 (a) (1); 91.409 (a) (2); 91.417 (a) & (b). Dear Sir orMadam: Pursuantto Section 333 oftheFAAModernization and Reform Act of2012 (the Reform Act) and 14 C.P.R. Part 11, Icarus Systems (Icarus), an aerial photography and UAS services company, onbehalfofitselfanditsrelated affiliates under common ownership and control, hereby applies for anexemptionfrom the listedFederalAviationRegulations ("PARs") to allow commercial operation ofits Small Unmanned Aircraft Systems ("sUAS") for aerial imaging for video, still photography, forensic inspections, safety surveys, and lawenforcement support, so long as such operations are conducted within andunderthe conditions outlinedherein or as may be establishedbythe FAAas required by Section 333. As detailed inthis document andthe attachedFlightManual, the requested exemptionwould permitthe operation ofsUAS under controlled conditions in airspace that is 1) limited 2) predetermined 3) controlled and4) wouldprovide safety enhancements to the alreadybest practices safetyprotocols followed by Icarus during aerial photography and inspection operations. Principal employees at Icarus are members ofthe "ProfessionalAerial Photographers Association, International" (PAPA) andhave a longstanding demonstratedrecord ofsafe operations intheNational Airspace System (NAS). Principal employee, Ian Swainston, has a Private Pilotlicense andhas loggedwell over200 hours ofsUAS flight operations. Approval of this exemption wouldthereby enhance safety and fulfill the Secretary ofTransportation's (the FAAAdministrator's) responsibilities to "

...establishrequirements for the safe operation ofsuch aircraft systems inthe National Airspace System." Section 333(c) ofthe Reform Act.

Icarus SystemsThe name and address ofthe applicantis: Icarus Systems 2112 Henniker Way Las Vegas, NV 89134 Lane Swainston PH: 702-550-8633 Email: lane@icarussystem.com Regulations from whichthe exemption is requested: 14 C.F.R. Part 21 14 C.F.R. 45.23(b) 14 C.F.R. 61.113 (a) & (b) 14 C.F.R. 91.7 (a) 14 C.F.R. 91.9 (b) (2) 14 C.F.R. 91.103 14 C.F.R. 109 14 C.F.R. 119 14 C.F.R. 121 14 C.F.R. 91.151 (a) 14 C.F.R. 91.203 (a) & (b) 14 C.F.R. 91.405 (a) 14 C.F.R. 407 (a) (1) 14 C.F.R. 409 (a) (2) 14 C.F.R. 417 (a) & (b)

I. STATUTORYAUTHORITYFOREXEMPTIONS 2

The Federal AviationAct expressly grants the FAA authority to issue exemptions. This statutory authority includes exempting civil aircraft, as the termis defined under §40101 ofthe Act, including sUASs, from the requirementthat all civil aircraftmusthave a current airworthiness certificate. The Administrator may grant an exemptionfrom a requirement ofa regulationprescribedunder subsection (a) or (b) ofthis section or any sections 44702-44716 ofthistitle iftheAdministrator finds the exemptioninthe public interest. 49 U.S.C. §44701(f) See also 49 USC §44711(a); 49 USC §44704; 14 CFR §91.203(a) (1). Section 333(b) ofthe ReformAct assists the Secretaryin determining whether sUAS may operate inthe National Airspace System (NAS) without creating a hazardto the user, thepublic, or a threatto national security. Inmaking this determination, the Secretary must consider:

• The sUAS's size, weight, speed, and operational capability; • Whetherthe sUAS operates withinthe visual line ofsight ofthe operator

IcarusSystems

### 3

• Whetherthe sUAS operates outside ofhighly populated areas and away from closeproximity to airports Reform Act §333(a). Ifthe Secretary determines that a sUAS "may operate safely inthe national airspace system, the Secretary shall establish requirements for the safe operation ofsuch aircraft inthe national airspace system." Id. §333(c) Icarus's sUAS are multirotor vehicles, weighing 20 or fewer lbs. including payload. They operate undernormal conditions at a speed ofno more than 70 knots and have the capabilityto hover, and move inthe vertical and horizontal plane simultaneously. The sUAS will operate only inthe PIC and Visual Observers visual line ofsight at all times and will operate only withinthe designated area described inthe Confidential Icarus FlightManual, attached as Exhibit 1 (hereinafter "the Manual"). Such operations will insure thatthe sUAS will "not create a hazard to users ofthe national airspace system orthe public." Reform Act Section 333 (b). Given the small size ofthe sUAS involved and the restricted and controlled environmentwithin which they will operate, our application falls squarely withinthe zone ofsafety (an equivalent level ofsafety) in which Congress envisionedthatthe FAAmust, by exemption, allow commercial operations ofsUAS to commence immediately. Also, due to the small size ofthe sUAS, altitudes, andrestricted areas in whichthe sUAS will operate, approval ofthe application presents no national security issue. Given the clear direction in Section 333 ofthe Reform Act, the authority contained inthe Federal AviationAct, as amended; the strong equivalent level ofsafety surrounding the proposed operations, and the significantpublic benefit, including enhanced safety, the grant ofthe requested exemptions is inthe public interest. Accordingly, Icarus respectfully requests thatthe FAA grantthe requested exemption without delay.
II. PUBLIC INTEREST This exemption applicationis expressly submittedto fulfill Congress' goal inpassing Section 333(a) through (c) ofthe Reform Act. This lawdirects the Secretary ofTransportationto consider whether certain unmanned aircraft systems may operate safely intheNAS before completion ofthe rulemaking required under Section 332 oftheReform Act. By granting an exemptionthe FAAwill fulfill Congress's intent ofallowing UAS to operate with significant safetyprecautions inlowrisk environments. The use ofsUAS on aerial photography operations can significantlyreduce the riskto photographers and participants. Also, sUAS can inspect, photograph, and collect data onhard to getto areas that otherwise wouldrequire direct access or manned aircraft. Additionally, sUAS couldreplace the use ofhelicopters and small aircraft to produce imagery for various purposes. The sUAS we propose to fly inthis application are less than 20 pounds, and carryno combustible material onboard, as opposedto the much larger conventionally powered small aircraft. Shiftingto sUAS from helicopters and other manned aircraftpresents a marked safety increase for our workers andthe public.

Icarus SystemsLastly, sUAS reduce the environmental impactbydramatically decreasing the energy used for aerial imaging and data collection. The sUAS used by Icarus use rechargeable lithium ion batteries, as opposedto fossil fuels burned in operation ofsmall aircraftthat are manyhundreds oftimesheavier.

III. EQUIVALENT LEVEL OF SAFETY Icarus proposes thatthe exemptionrequested herein apply to sUAS that have the characteristics and that operate withthe limitations listed herein. These limitations provide for at least an equivalent or evenhigher level ofsafety to operations under the currentregulatory structure because the proposed operations represent a safety enhancementto the already safe protocols followed on imaging, photography, safety surveys, forensic inspection, and lawenforcement support operations conductedwith helicopters and other conventional aircraft. 4

Icarus will be boundbythe following limitations when conducting its sUAS operations under an FAA issued exemption: 1. The sUAS will be less than 20 pounds. 2. Flights will be operatedwithin visual line ofsight ofa Pilot in Command. 3. Maximumtotal flight time for each operational flight will be 20 minutes. The Pilot in Command calculates batteryreserve, and will returnthe sUAS to the "Designated Safety Zone" with at least 20% batterypowerreserve shouldthat occurpriorto the 20 minute limit. 4. Flights will normallybe operated at an altitude ofnot more than 400 feet AGL, never exceeding 1200 feet AGL. 5. Crewfor each operation will consist ofthe sUAS Pilot in Command (PIC) who will keep the sUAS withinhis visual line ofsight at all times and will be supportedby a qualified Visual Observer (VO). 6. The sUAS operatorwill betrained inflight operations, and safetyprocedures as detailedin the Flight Manual. 7. The sUAS will only operate within a confined "AreaofOperations" (AO) as defined inthe Manual. The Manual also requires the establishment ofa "Designated Safety Zone" (Safety Zone) for the preparation, takeoff, and landing flight operations area. 8. A briefing will be conductedregarding the planned sUAS operations prior to each day's production activities. Itwill be mandatorythat all personnel who will be performing duties withinthe boundaries ofthe Safety Zonebepresent for this briefing. 9. All onsite personnel will consentto the UAS flyover on site bywaiver, and the operator will obtain additional verbal orwritten consent ofall persons who will be allowed within 100 feet ofthe flight AO. 10. Pilotin Commandwill have beentrained in operationofUAS generally and will have received up-to-date information onthe particular sUAS to be operated as requiredbythe Icarus Manual. 11. Necessary written and/or oral permission from the relevantpropertyholders will be obtained.

Icarus Systems5
12. All necessary permissions and permits will be obtained from territorial, state, county, or city jurisdictions, including local lawenforcement, fire, or other appropriate government agencies as mayberequired. 13. Ifthe sUAS loses communications orloses its GPS signal, itwill have the capabilityto enter "loitermode" andhover, reestablish satellite connection, and returnto a predetermined locationwithin the "Designated Safety Zone" and land. IV. DESCRIPTION OF SPECIFIC REGULATIONS 14 CFR61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command Sections 61.113 (a) & (b) limitprivatepilots to non-commercial operations. Becausethe sUAS will not carry a pilot orpassengers, the proposed operations can achieve the equivalent level of safety ofcurrent operations byrequiring the Pilotin Command operating the aircraft to have completed a sUAS flight training course of25 hours before flying a sUAS (See the Icarus Manual for details). Unlike a conventional aircraft that carries thepilot and passengers, the sUAS is remotely controlled withno living thing or cargo onboard. The area ofoperation is controlled and restricted perpriorplanning and necessary coordinationwiththe local FSDO if applicable, and all flights are planned and coordinated in advance as required and as set forth in the Icarus FlightManual. The sUAS to be operated hereunder is less than 20 lbs. fully loaded, carries neither a pilotnor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively within a controlled Area ofOperation as set out inthe Icarus FlightManual. Like other civil aircraft, operations under this exemptionwill betightly controlled and monitoredbythe Pilotin Command, pursuantto the Icarus FlightManual requirements, andunderthe requirements and in compliance with local public safety requirements, to provide security for the Area ofOperation as is currently done by Icarus onnormal aerial photography operations. The FAAwill have advance notice ofall operations as mayberequired. Therisks associated withthe operation ofthe sUAS are therefore diminished from the level of risk associated with commercial operations contemplatedby Part 61 when drafted, and allowing operations ofthe sUAS as requested with an operator who has metthe minimumrequirements stated inthe Icarus Manual achieves the level ofsafety contemplated by 14 C.F.R. §61.113 (a) & (b). 14 C.F.R. 91.103: PreflightAction This regulation requires eachPilotin Commandtake certain actions before flight to ensure the safety offlight. Anexemptionis needed from this requirement as the PIC will take separate preflight actions, including checking for weather conditions, checking flight battery requirements, checkingtakeoffand landing distances, and all other actions inthe Preflight Checklist inthe Icarus Manual. These actions will provide an equivalent level ofsafety.

Icarus Systems6
14 C.F. R. 91.119: Minimum Safe Altitudes Section 91.119 establishes safe altitudes for operation ofcivil aircraft. Section 91.119 (d) allows helicopters to be operated at less thanthe minimumsprescribed, provided the person operating the helicopter complies with any route or altitudes prescribed for helicopters bythe FAA. This exemptionis for a multirotor craftthat flies similarlyto ahelicopter, with vertical takeoffand vertical landing, whichwill typically operate at altitudes ofless than 400 AGL, so an exemption maybeneeded to allow such operations. The sUAS will never operate at altitude higher than 1200 AGL and will be in a controlled area with a "Designated SafetyZone", where buildings and people will notbe exposed to operations without the specifiedpre-obtained consent. (See Icarus Manual for detailed procedures.) The equivalent level ofsafety will be achieved giventhe size, weight, speed ofthe sUAS as well as the locationwhere itis operated. No flight will be taken withoutthe required permissionof the property owner or local officials. Because ofthe advance notice to the property owner and any onsitepersonnel as outlined inthe Icarus FlightManual, all affected individuals will be aware ofthe planned flight operations. Unlike flight operations with aircraft orrotorcraft weighing far more thanthe maximum 20 lbs. proposedherein, our sUAS will not carry flammable fuel. In addition, the coordinated operations ofthe sUAS will ensure separation between sUAS operations and the operations ofconventional aircraftthat must comply with Section 91.119. 14 C.F.R. 91.121: Altimeter Settings This regulation requires eachpersonoperating an aircraft to maintain cruising altitude by reference to an altimeter that is set "

...to the elevation ofthe departure airport or an appropriate altimeter setting available before departure." As the sUAS may nothave a barometric altimeter, butinstead a GPS altitude read out, an exemptionmay be needed. An equivalent level ofsafety will be achieved bythe operator, pursuantto the Icarus FlightManual and Safety Check list, confirmingthe altitude ofthe launch site shown onthe GPS altitude indicatorbefore flight. 14 CFR91.151 (a): Fuel requirements for flight in VFRconditions Section 91.151 (a) outlines fuel requirements for beginning a flight inVFR conditions. Our sUAS is limitedto operations incontrolled environments as outlined inthe Icarus FlightManual, and has a limitedrange and flight time whichrequire an exemptionfrom 14 CFR91.151 (a) The batterypoweringthe sUAS provides over 20 minutes ofpowered flight. To meetthe 30 minute reserve requirement in 14 CFR §91.151, sUAS flights wouldnecessarilybe limitedto a few minutes in length. Giventhe limitations on the sUAS's proposed flight area andthe location ofits proposed operations within a predetermined area, a longer time frame for flight indaylight or night VFRconditions is reasonable. Icarus believes that an exemption from 14 CFR §91.151(a) falls withinthe scope ofprior exemptions. See Exemption 10673 (allowing LockheedMartin Corporationto operate without compliance with FAR91.151(a)). Operating the small sUAS, in a controlled area where only

Icarus Systems7 people and property owners or official representatives who have signed waivers will be allowed, withless than 30 minutes ofreserve fuel, does not engenderthe type ofrisks that Section 91.151(a) was intendedto alleviate giventhe size and speed ofthe small UAS. Additionally, limiting sUAS flights to a few minutes would greatlyreduce the utility for whichthe exemption will be granted. Anequivalent level ofsafety canbe achieved by limiting flights to approximately 20 minutes, or enoughbattery reserve to ensure that the sUAS lands atthe ground station with at least 20% of batterypower (as determinedbythe onboardmonitoring system and the PIC), whichever happens first. This restrictionwouldbe more than adequate to return the sUAS to its planned landing zone from anywhere inits limited operating area. Similar exemptions have been granted to other operations, including Exemptions 2689F, 5745, 10673, and 10808. 14 CFR91.405 (a); 407 (a)(1); 409 (a)(2); 417 (a) & (b): Maintenance inspections These regulations require that an aircraft operator or owner "shall have that aircraft inspected as prescribed inthe subpart E ofthis part and shall betweenrequired inspections, except as providedinparagraph (c) ofthis section, have discrepancies repaired as prescribed inpart43 of this chapter

...," and others shall inspect or maintainthe aircraft in compliance withPart43. Given that these sections and Part43 apply onlyto aircraft with an airworthiness certificate, these sections will not apply to Icarus. Maintenance will be accomplished bythe Operator and pursuantto the flight manual and operating handbook as referenced inthe Icarus FlightManual. An equivalent level ofsafetywill be achievedbecause these small sUAS are very limited in size and will carry a smallpayload and operate only incontrolled areas for limitedperiods oftime. If mechanical issues arise, the sUAS can land immediately and will be typically operating from 400 AGL orless and no higherthan 1200 feet AGL. As provided inthe Icarus FlightManual, the PIC will ensure that the sUAS is in working orderpriorto initiating flight, perform required maintenance, and keep a log ofany maintenance performed. Moreover, the PIC is theperson mostfamiliar withthe aircraft and best suitedto maintainthe aircraft in an airworthy conditionto providethe equivalent level ofsafety. 

### ********* Pursuantto C.F.R. Part 11, the following summary is provided for publicationinthe Federal Register, should it be determined thatpublication is needed: Applicant seeks an exemption from the following rules: 14 C.P.R. §21, subpart H; 14 C.P.R. 45.23(b); 14 C.P.R.§§ 61.113(a) & (b); 91.7 (a); 91.9 (b) (2); 91.103(b); 91.109; 91.119; 91.121; 91.151(a); 91.203(a) and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2) and 91.417 (a) & (b) to operate commercially a small unmanned vehicle (55lbs orless) in aerial photography operations.

Icarus SystemsApproval ofexemptions allowing commercial operations ofsUAS in the aerial photography, safety surveys, forensic inspection, law enforcement support, and video industries enhances safety while reducing risk. Manned aircraft still photography, forensic inspection, law enforcement support and video creates a greaterrisk because the aircraft are much larger, have combustible fuel, and carry an onboard human crew. Incontrast, a sUAS weighing fewer than 20 lbs. and powered by batteries eliminates virtually all ofthatrisk, giventhe reduced mass and lack ofcombustible fuel carried onboard. The sUAS will carry no passengers or crew and, therefore, will not exposethemto the risks associated withmanned aircraft flights. 

### 8

The operation ofsmall sUAS, weighing less than 20 lbs., conducted inthe strict conditions outlined above, will provide an equivalentlevel ofsafety supportingthe grant ofthe exemptions requested herein, including exemptingthe applicant from the requirements ofPart 21 and allowing commercial operations. These lightweight aircraft operate at slow speeds, close to the ground, and in a controlled environment and, as a result, are far safer than conventional operations conducted with turbine orreciprocating helicopters or full scale manned aircraft operating inclose proximity to the ground andpeople. Privacy All flights will occur overprivate orpublicproperty withthe necessary privateproperty owner's prior consent and knowledge. Images taken will be ofindividuals who have also consentedto being filmed or otherwise having agreed to be inthe area where aerial photography, safety surveys, or forensic inspections will take place. 

### ********* Satisfaction ofthe criteriaprovided in Section 333 ofthe Reform Act of2012--size, weight, speed, operating capabilities, proximityto airports andpopulated areas and operation within visual line ofsight andnational security

- provide more than adequatejustificationfor the grant ofthe requested exemptions allowing commercial operation ofapplicant's sUAS in construction industrypursuantto the Icarus Manual appended hereto.

Sincerely,

Lane Swainston Icarus Systems Director ofOperations

Cc File

IcarusSystems

# CARDS SYSTEMS 

# UAS Flight Manual
Icarus Systems

01 July 2015

This manual contains standard operating procedures and guidelines for UAS operations.

# Icarus Systems UAS Operations Manual Table ofContents Purpose, Scope, and Mission Statement.............................................................5 Definitions..........................................................................................................6 Personnel Responsibilities ..................................................................................8

Visual Observer

....................................................................................................8 PIC

....................................................................................................................... 8 Flight Team Composition

.....................................................................................8 Qualification Requirements

.................................................................................8 Operating Limitations and Conditions.................................................................9 Maintenance Procedures..................................................................................10 Routine Maintenance

........................................................................................10 Full Flight Test

....................................................................................................11 Software Firmware Update Policy

......................................................................11 Logs and Records ..............................................................................................12 Pilot and Aircraft Hours

......................................................................................12 Battery Logbook

.................................................................................................12 Flight Planning..................................................................................................13

Weather

.............................................................................................................13 Site Permissions

.................................................................................................13 Pre-Flight Inspections and Checks

......................................................................13 Documentation

..................................................................................................14 Pre-Flight Area and Personnel Checks

................................................................14 Closed Set Operations

........................................................................................15
2On-Site Procedures

............................................................................................16 Site Survey

..................................................................................................16 Selection ofOperating Areas and Alternatives

............................................16 Boundaries

..................................................................................................17 Anemometer Weather Check

.....................................................................18 Crew Briefing

..............................................................................................18 Communications

.........................................................................................19 Frequency Scans

.........................................................................................19 Recharging and Battery Use (Fuel Management}

........................................19 Load-outs and Equipment

...........................................................................19 Flight Procedures..............................................................................................21 Motor Start

........................................................................................................21 Take-Off

.............................................................................................................21 ln-Fiight

..............................................................................................................22 Let Down/Landing

..............................................................................................23 Shutdown

..........................................................................................................23 Emergency Procedures

.....................................................................................24 MotorThrust Loss

..............................................................................................24 Battery Failure

...................................................................................................24 Battery Failure Failsafe

...............................................................................25 Transmitter/Controller Battery Failure

.......................................................26 Controller Battery Failsafe

..........................................................................26 Loss of Control Frequency

..................................................................................26 Loss of Control Frequeny Failsafe

......................................................................26 Malicious orAccidental Interference with Control Frequency

...........................27 Pilot Incapacitation

.....................................................................................27

3Aircraft Incursion

........................................................................................27 Fly Away Procedure ..........................................................................................28 Crash 

### & Incident Response

................................................................................28 Appendix A- Checklists.....................................................................................29 Pre-Flight Start-Up Checklist

..............................................................................30 Pre-Flight Inspection Checklist

...........................................................................32 ln-Fiight

..............................................................................................................33 Landing Checklist

...............................................................................................34 Appendix B.......................................................................................................35 Maintenance Logbook

.......................................................................................36 Appendix C.......................................................................................................37 Incident/ Accident Logbook

................................................................................38 Appendix D.......................................................................................................39 Flight Record Logbook

.......................................................................................40 Appendix E

.......................................................................................................41 Phantom II and 900 User Manuals

.....................................................................42

4

## PURPOSE, SCOPE, AND MISSION STATEMENT Icarus Systems {Icarus), intends as the Operator to promote safe operation of sUAS in the National Airspace System {NAS) in a mannerthat is consistent with a long history ofsafe and professional flight operations in close cooperation with the Federal Aviation Administration (FAA). The Operators are experienced professional aerial photographers and a licensed private pilot. The sUAS Pilots in Command {PIC) that will operate systems according to the approach outlined in this Flight Manual of procedures {Manual) are trained in accordance with this Manual and have received at least 25 hours of UAS training combined with experience on conventional Aerial Photographic flight missions. The intent ofthe Manual is to provide the outline of a system to conduct safe and successful sUAS operations in accordance with the applicable FAA regulations and consistent with the section 333 waiver thatthis Manual is based upon. It is expected thatthe Operatorwill continue to apply the skills and experience they have employed in manned aircraft operations under FAA regulations. This combination of prior successful flight experience and sound sUAS flight operational procedures is intended to promote the highest levels of professionalism in safe aerial photographicflight missions and sUAS operations.

5

### DEFINITIONS The following definitions ofwords and terms applyto the information contained in this Manual and are specific to procedures and operations that are outlined herein. In the case ofa conflict with an official FAA definition, the FAA definition will be the rule.

Anemometer- An instrument to measure the velocity ofthe wind in the Area of Operations. Area of Operations- Defined as the area where sUAS operations will be carried outfor a specific flight or series offlights on agiven mission. Checklists- Procedural checklists used by the PIC to verify proper and safe procedures during all phases ofsUAS operations. Designated Safety Zone- Defined and marked area ofground operations used for safe takeoffs and landings ofthe sUAS at a given Area ofOperations. Flight Control Systems- The combination oftelemetry, PIC operated controls, and onboard control mechanisms that are employed to control the flight ofthe sUAS. Frequency Analyzer- A device used to scan the Area of Operations for possible interference from radio waves. 

### GPS- Global Positioning System. Handheld Radio- A radio transceiver capable of communication with other Pilots or FAA personnel in the Area ofOperations. Loiter Mode- A default recovery mode the sUAS goes into when communications are lost from the PIC. Maintenance Recommendations- Periodic maintenance recommendations for each ofthe sUAS components that have a usable life.

6Manual- This flight manual that combines the Operator specific procedures with the sUAS manufacturers' manual. Manufacturers Recommendations- Written recommendations provided by the manufacturers ofthe various components ofthe sUAS. NAS- National Airspace System. Non Participants- Persons who have not agreed to participate in sUAS operations. Operator- The entity submitting as the applicant on this waiver request to the FAA who will be responsible for all sUAS operations and procedures. PAPA- Professional Aerial Photographers Association, International. Participants- Persons who have agreed to participate in sUAS operations. Pilot In Command- Person who will fly the UA during sUAS operations and who is responsible for all safety related or operational decisions under the direction of the Operator in accordance with this Manual and FAA requirements. SOP- Standard operating procedures. sUAS- Small Unmanned Aerial Systems as contemplated underthe FAA guidelines, notto exceed 55 pounds in weight or 100 miles per hour in speed. Telemetry- Electronicallytransmitted data that provides control and information transmissions to and from the PIC and the sUAS. UA- Unmanned Aircraft. Visual Observer- An individual who is designated to observe flight operations and to maintain visual contact with the UA during flight operations while maintaining communications and coordination with the PIC.

7

## PERSONNEL RESPONSIBILITIES
VISUAL OBSERVER All operations will utilize aVisual Observer. The main responsibilities ofthe Visual Observer will be to ensure thatthe UA is operated within the visual line ofsight of both the PIC and Visual Observer at all times. The Visual Observer will maintain verbal communication with the PIC at all times. Prior to flight, the PIC will ensure thatthe Visual Observer understands and can perform all the duties required of the Visual Observer.
PIC Pilot in Command is responsible for the safe operation ofthe sUAS at all times in accordance with this Manual and the applicable FAA regulations. Pilot in Command will be responsible for: • All support personnel. • Performing all pre-flight, flight phase, and post flight inspections, air worthiness, diagnostics, and testing. • Manufacturer recommended maintenance operations. • Weather condition assessments and forecast reviews.
FLIGHT TEAM COMPOSITION The onsite flight team is composed ofa Pilot in Command {PIC) and aVisual Observer {VO}. The PIC is responsible for all flight operations and decisions to proceed. The VO is responsible to maintain visual contact with the UA and to provide constant communication with the PIC regarding aircraft status and surrounding conditions within the Area ofOperations. QUALIFICATION REQUIREMENTS The PIC must be a licensed Commercial Pilot and must have completed the PAPA sponsored ground school with at least 25 hours ofsUAS flight time. The VO must have completed sUAS ground school training and must demonstrate experience with FAA procedures and the standard procedures ofthis Manual.

8

### OPERATING LIMITATIONS AND CONDITIONS Operational Ceiling- Maximum 1,200 ft AGL, typical 400ftAGL. Operational Endurance- approximately 20 minutes. Maximum Speed -100 MPH Maximum OperatingTemperature- 110 degrees F Minimum OperatingTemperature- 0 degrees F Maximum Operational Wind Speed- 15 MPH (gusts to 20 MPH)

9

## MAINTENANCE PROCEDURES Only Icarus personnel or an appointed service technician may carry out maintenance on the sUAS aircraft systems described in this operations manual. In all cases a Maintenance Logbook (see Appendix B) is completed to reflect any work undertaken and aflight test, testing all functions (including the return-tohome failsafe facility), is subsequently carried out by the PIC.
ROUTINE MAINTENANCE The Pre-Flight and Post-Flight checklists shown in Appendix A are completed by the PIC every time an Icarus sUAS aircraft is operated. Every six months (orfifty hours offlight time- whichever comes first) the following inspection is carried out by the PIC. The inspection is recorded in the Maintenance Logbook along with any findings. Any issues identified are remedied and the aircraft undergoes a full flight-test before the aircraft is returned to Operational Status: • Inspection ofthe airframe for any damage, unusual marks and tightness of fixings; 

### • •

• •
•
•
• Inspection ofthe motor mountings for correct tension; Inspection ofthe propellers for condition, unusual ,marks, chips, cracks and tightness of fasteners; Inspection of electrical wiring for condition, unusual marks or discoloration; Inspection of electrical terminal fittings and plugs for secure attachment and general condition; Inspection ofthe attachment ofall fittings such as flight controller, GPS antennas etc. for secure attachment; Inspection of payload attachment points for condition and security of payload; Inspection ofthe condition and function of all ancillary equipment such as transmitter etc. • Testing of all system battery packs for charge status and general condition. Ifany issues or problems are identified then the aircraft is not allowed to fly until the issue has been remedied. If minor problems (such as damaged propellers, faulty battery packs etc.) are identified and remedied, and the PIC believes the aircraft is suitable to return to Operational Status then the work completed is noted in the Maintenance Logbook. If major issues are identified (such as an unserviceable motor, damaged airframe etc.), then the aircraft undergoes afull
10flight test regime (as described below), once the identified fault has been remedied. FULL FLIGHT TEST The system has all functions tested with a minimum offive minutes flight time by a qualified PIC recording any abnormalities in the Flight Record Logbook (Appendix D). Ifthe PIC deems the aircraftto be safe then he must sign the Flight Record Logbook as fit for Operational use. Systems with identified issues relating to firmware or software (see below) are grounded by Icarus until any problems are rectified. SOFTWARE AND FIRMWARE UPDATE POLICY All new software and firmware are thoroughly assessed before installation. Particular attention is focused on relevance to operations, reason for release and any known issues. Multi-rotor and UAS forums are consulted regularly for any reported issues with the release and only when the validity ofthe upgrade has been confirmed is the upgrade considered. In all circumstances the upgrade is performed by qualified Icarus personnel or appointed service providers. All upgrade information such as version numbers and newfunctions are recorded in the Maintenance Logbook. All Icarus PIC are made aware thatthe firmware or software has been upgraded before any flight operations are undertaken. Any upgraded system has all functions thoroughlytested with a minimum offive minutes flight time by a qualified Icarus PIC who records any abnormalities in the Flight Record Logbook. Ifthe PIC deems the aircraftto be safe then the PIC signs the Flight Record Logbook as fit for Operational use. Ifany doubts exist as to the new upgrade the aircraft is downgraded to the previous firmware and the flight test procedure is repeated. Systems with identified issues relating to firmware or software are grounded until the problem can be rectified.

11

## LOGS AND RECORDS
PILOT AND AIRCRAFT HOURS Icarus PIC are required to keep a log of pilot and aircraft hours. To meetthis requirement Icarus holds and updates a spreadsheet-based Personal Flying Log Book for Aircraft Operating Crew. This log book is a separate document which can be viewed on request (see sample page at Appendix D). BATTERY LOGBOOK Icarus Personal Flying Log Book (Appendix D) additionally records information about battery condition (charge) before and after each flight. The Battery Logbook is accompanied by- and supported with- Icarus Incident Logbook (Appendix 

### C) and Maintenance Logbook (Appendix B).

12

### FLIGHT PLANNING
WEATHER Operatorwill require PIC to obtain all necessary weather information in orderto plan and conduct safe flight operations according to and as referenced by any applicable UA Operator Manuals. Ifoperating near an operating Automatic Terminal Information Service (ATIS}, the ATIS broadcast system will be consulted. IfATIS is not available, PIC will consult-alternative sources for a current weather forecast. The operating envelope forthe Phantom II and 900 has been referred to earlier. It is emphasized that the PIC is to ensure the operating envelope environment meets or exceeds all safe and legal visibility, precipitation, humidity, and wind limitations for safe operation. SITE PERMISSIONS • Secure permissions from property owner if required. • Secure permissions from participants. • Coordinate with local law enforcement if required. • Prior to operations, Operator receives permission for take-offand landing from the relevant land-owner. In most cases permission attainment is unproblematic as the landowner and the client are the same individual (or entity). In the case of local authority owned land, the relevant authority is contacted in advance to secure permission for take-off and landing, and to find out about any operating restrictions or specific insurance requirements that might apply. PRE-FLIGHT INSPECTIONS AND CHECKS Priorto each flight, the PIC will conduct a pre-flight inspection and determine if the UAS is in a condition for safe flight, and to account for all possible discrepancies or inoperable equipment. Ifthe inspection reveals any condition thatwill affectthe safe operation ofthe UAS, the aircraft will be prohibited from operating until the necessary maintenance can be performed and the UAS can be returned to safe flight. The preflight inspections will include the following components according to the recommended checklists in the DJI Phantom II and 900 operator manuals, and in the Icarus checklist:

13

### D Airframe 

### D Battery 

### D Transmitters 

### D Camera and Gimbal 

### D Propulsion system including propellers In addition, with the battery attached and turned on in the UAS, the PIC will oversee and monitorthe series ofdiagnostic tests to determine and verify proper voltage levels, control function, communication, and GPS satellite connectivity acquisition. PIC will utilize the DJI Phantom II and 900 LED indicators as well as telemetry data to determine ifthe proper preflight diagnostics have been completed. The PIC will also perform and log a pre-flight compass calibration each time the UAS is flown from a new location. DOCUMENTATION PIC will ensure that all documents used by Icarus to ensure safe flight operations and any document required under 14 CFR 91.9 and 91.203 must be available at the Ground Control Station on site at any time the UAV is operating, and ready to be made available to any law enforcement official upon request. If possible, these documents will be on the PIC's person at all times during flight operations, and accessible to law enforcementwithout interruptingthe PIC while conducting flight operations {possibly in a pouch on the back ofthe vest). PRE-FLIGHT AREA AND PERSONNEL CHECKS • Survey flight operations area for safety concerns and to verify conditions. • Examine all components ofthe UAS to verify properfunction in accordance with the applicable manuals and manufacturer's instructions. • Verify notification to all personnel on site. • Establish Designated Safety Zone and verify safe clearances. • PIC should wearthe specified safety vest. • The ultimate responsibility for aircraft airworthiness and operational safety rests with the UAV pilot-in-command. For this, the PIC- as an aid- uses a Pre-Flight Checklist {see Appendix A). In summary, the Pre-Flight Checklist prompts examination ofthe following: 

### D The airframe {for condition and lack ofdamage); 

### D The battery {for level-of-charge and security ofattachment); 

### D The transmitter {for level-of-charge and to check that switches

14are in the /home' position); 

### D The camera (secured, on and operating). 

### D Propulsion system

• In addition, when the flight battery is connected to the UAV, the flight controller undertakes a series ofdiagnostic tests (while simultaneously locating the position ofGPS satellites). CLOSED SET OPERATIONS Ifthis exemption permits operations forthe purpose of closed-set motion picture and television filming and production, the following additional conditions and limitations apply: • The operator must have a Motion Picture and Television Operations Manual {MPTOM) as documented in this grant of exemption. • At least 3 days before aerial filming, the operator ofthe UAS affected by this exemption must submit a written Plan ofActivities to the local Flight Standards District Office {FSDO) with jurisdiction overthe area of proposed filming. The 3-day notification may be waived with the concurrence ofthe FSDO. The plan ofactivities must include at least the following: o Dates and times for all flights; o Name and phone number ofthe operatorforthe UAS aerial filming conducted underthis grant of exemption; o Name and phone number ofthe person responsible forthe onscene operation ofthe UAS; o Make, model, and serial or N-Number of UAS to be used; o Name and certificate number of UAS PICs involved in the aerial filming; o A statementthatthe operator has obtained permission from property owners and/or local officials to conduct the filming production event; the list ofthose who gave permission must be made available to the inspector upon request; o Signature of exemption holder or representative; and o A description ofthe flight activity, including maps or diagrams ofany area, city, town, county, and/or state over which filming will be conducted and the altitudes essential to accomplish the operation. • Flight operations may be conducted closer than 500 feet from participating

15persons consenting to be involved and necessary for the filming production, as specified in the exemption holder's MPTOM. ON-SITE PROCEDURES 

### The on-siteprocedures undertakenbyIcarus 

### are conductedin accordance with andcontrolledthrough an extensive useof checklists. Forthis reason the followingsectionsrepeatedlyreferto various checklistsfoundinAppendixA of thisManual.

• Site Survey- In advance ofoperations, a survey is undertaken to review the site, its terrain, structures and surroundings- to check any assumptions made about the location priorto arrival and to adjust the operations plan accordingly. For this, an On-Site Survey Checklist is used (see Appendix A, page 25). The primary purpose ofthe site survey is to make avisual check ofthe operating area with the objective of identifying any potential hazards.

• Selection of Operating Areas and Alternatives- In advance ofthe pre-flight On-Site Survey, Google maps will be consulted and- if possible- the local site will be visited beforehand. The site will be specifically checked in terms of: o Proximityto Airport Reference Points (ARP) as denoted in the Airport Facility Directory (AFD). Must operate outside 5 miles ofARP, unless otherwise agreed upon by virtue ofwritten letter ofagreement with the airport's management, or otherwise permitted by the COA issued to Photographic Solutions o Ability of PIC and VO to operate the UAS clear of, and give way to, all manned aviation operations and activities at all times. o 500ft. clearance of all non-participating persons, vessels, vehicles, and structures unless; 

### A. sufficiently protected in the event ofan accident, and the nonparticipating persons remain protected at all times during operations ofthe UAS, and 

### B. The owners and controllers ofany vessels, vehicles, or structures has granted permission forthe operating closer to those objects and the PIC has made a safety assessment ofthe risk of operating closer to those objects and determined that it does

16not present an undue hazard. o Ability of Icarus to conduct operations over private or controlled access propertywith permission from the owner/controller or representative ofsuch, and said permissions are granted. o Proximity to radio interferences o Prevailing weather conditions have been adequately assessed, including; high winds, convection, visibility, minimum cloud clearance (500ft below, and 2,000 ft horizontal clearance), or when visibility is less than 3 miles from the PIC. The primary site for take-off and landing will be assessed (size, shape, surface, slope and surroundings) and an alternative site will be identified should the primary site become unavailable or unsuitable.

• Boundaries- Icarus requires that proper identifiers and signage will be in place in the operating area to alert people to the fact that aerial work is being conducted. The PIC will be responsible for cordoning to ensure safe distances from operations are observed. Cordoning procedures to be practiced include: o Take-off and Landing safety Area: PIC will determine the safe distances ofall people from the take-off and landing operation ofthe UAS. The PIC will also establish a cordoned area with clearly marked delineation the take-off and landing operations. o Signage and Identifying Clothing: The PIC will place signage at each entry pointwithin the operations area alerting people to the following: A. Low altitude aerial work is being conducted B. Use ofany actual sensing equipment being used C. A request asking people to not enterthe area without first notifyingthe PIC or Icarus designated on-site flight operations personnel D. PIC and VO will put on outerwearthat will identifythem in their respective roles. Signage will be attached on their person thatwill instruct law-enforcement, observers, or any other people present thatthey are not to be interrupted un-necessarily while conducting flight

17operations.

• Anemometer Weather Check- Beyond pre-site planning weatherforecast checks, Icarus requires thatthe PIC conduct specific on-site weather checks. The PIC will utilize a hand-held or portable Anemometer to determine wind speed, direction, temperature, and humidity. Aerial operations will only be conducted within the specific recommended wind and humidity limitations ofthe UAS manufacturer's operating manuals, or if not identified therein, only in conditions where wind speed is less than 15mph, gusting up to 20mph.

• Crew Briefing- Icarus flight operations personnel will typically include the PIC, VO, and other possible ground crew. The operations personnel, in addition to any other parties that may be present, will be briefed priorto the start ofoperations. The briefing will include: o Introduction to the equipment being used including the UAS and the ground station functions, with particular emphasis on moving parts including weight ofthe UAS, and the harm or damage that could possibly be inflicted by coming into contact with those components (particularly the propellers, and hot surfaces) o Familiarization with the failsafe return-to-home systems and instruction on howto activate those systems ifthe PIC is unable to activate those systems o Expected flight plan, holding positions, flight duration, and overall flight boundaries. o Expected responsibilities and authority of each flight operations personnel o Identification and familiarization with the take-off and landing designated areas, and the requirements for remaining clear of those areas at all times. o The need for all present to alert the PIC of any encroachments of people or objects intothe airspace and ground boundaries o Importance of mitigating any possible distractions or unnecessary communication with the PIC during operations o Careful review of Lost Link and emergency procedures

18• Communications- Icarus uses channel-hopping technology on 2.4GHz to maintain communications with the UAV for the purposes of platform control. There is no communication ('downlink'} from the UAV to the ground station. In the event of loss ofor interference with the control frequency, the UAV is programmed to return to its take-off position and land autonomously ((return-to-home'}. This failsafe procedure is described further under Emergency Procedures.

• Frequency Scans- Icarus will perform frequency scans to help identify possible conflict with radio communications. This will be performed via a hand-held or portable radio spectrum scanner by the PIC. These scans will include afull spectrum scan ofthe applicable frequency range ofthe UAS. Possible sources of radio interference or conflict will be identified and evaluated to determine ifflight operations can be safely continued.

• Recharging and Battery Use (Fuel Management)- The DJI Phantom II and 900 utilizes a 4,500mAh 22.8 V LiPo (/intelligent" battery. Batteries are charged at base priorto flight operations. The number of batteries that will be transported to the flight operations area will be based on the specific needs ofthe flight operations or mission. The battery capacity will be tested utilizing the internal proprietarytester on the battery, and will also be checked utilizingthe proprietary DJI software, as well as any internally sensed telemetry software and hardware attached to the UAS. A battery charge log will be kept via the proprietary DJI Phantom II and 900 software and will be completed priorto every flight. Any batteryfound to be less than fully-charged, damaged, displays insufficientvoltage, or otherwise defective will not be used.

• Load-outs and Equipment- The Phantom II and 900 are simple quad-copter UAS with limited capability for loads and equipment. Removable equipment includes the battery, gimbal, camera, telemetry hardware, antenna, and imaging transmitter. The battery is held in place via proprietaryfittings. The gimbal is attached via screws intothe airframe. The camera is attached to the gimbal using screws and a proprietary harness. All other equipment is attached using nylon fittings, Velcro, or adhesives. Total takeoffweight with these components will not exceed the maximum recommended take-offweight identified in the Phantom II and
19900 Users/Operators Manual of 1300 grams and 8200 grams respectively. Payload security is tested priorto any operations both visually and by vigorous tactile testing. All attachment points will be inspected and tested weekly.

20

## FLIGHT PROCEDURES
Icarus will utilize checklists to directthe flight operations personnel in flight procedures. The following section will continually refer to the several checklists presented in the Appendix.

• Motor Start- All ofthe various preflight checks will have been performed priorto motor start and will include: o PIC and VO will put on identifying outerwear. o Pre-flight compass calibration, GPS verification, and voltage diagnostics completed. o Take-off position and location is checked to ensure it is clear of obstacles, debris, potential hazards, and people. o Transmitter switches are placed in the proper configuration, including the home switch and GPS mode switch. o Transmitter is on and properly charged with voltage confirmed. o Battery is secured, on, and properly seated. o Camera and gimbal is armed, responding to commands, and stabilized. o UAS is placed in the propertakeoff position. o LED flight mode indicator, and telemetry read-out shows adequate GPS connectivity according to the DJI Phantom II and 900 User/Operators Manual. o LED flight mode indicators and telemetry read-outs show the proper flight mode is selected DJI Phantom II and 900 User/Operators Manual. o Camera is switched on. o All flight operations personnel are in their proper position and atthe ready. o Start motors, and establish functional pre-take-off power setting.

• Take-Off- Once motors have been started, the PIC will verifythatthe pretake-off checklist has been completed. Once this has been verified, the PIC will follow the following take-off procedure: 

### 1. Apply powerfor a controlled ascent to a safe low-level test altitude overthe take-off area, and then hold. 2. After in hold, PIC performs check ofall control stick response
21including rudder, aileron, elevator, and throttle to ensure proper response to commands. 3. PIC confirms with VO that the flight operations area is free of obstructions or other manned or unmanned airtraffic. 4. PIC confirms with all flight operations personnel that they are ready to proceed with flight operations as planned.

• In-Flight- Icarus requires thatthe PIC is free to concentrate on positioning, scanning, and monitoring systems and the flight operations area without un-necessary distraction, and to ensure the flight is compliant with remaining 500ft clear ofall non-participating persons, vessels, vehicles, or structures unless proper permissions have been obtained as described in the previous section addressing the selection ofsites. Throughoutthe flight, PIC will take particular care to remain within the established operating permissions and envelope by executing the following practices: o Verify through verbal communication with the VO thatthey are alerted to any manned or unmanned aircraft within the flight area. o Verify through verbal communication with the VO that obstacles are being identified and avoided. o Interval monitoring ofvoltage and communication with UAV to ensure adequate voltage according to the DJI Phantom II and 900 User/Operating Manual for safe return and landing. o Monitortime since motors were started to ensure a minimum of3 minutes of batteryfuel is available for return and landing of UAV. o A safety margin ofa minimum of3 minutes of battery life is maintained at all times. o Maintain visual contact with flight systems/mode and battery LED light indicators at all times. o Maintain situational awareness of changes in weather, visibility, or cloud avoidance at all times. o Maintain operation speeds less than 100mph. o Maintain visual contact with UAV at all times. o Ensure VO has visual contact with the UAV in flight at all times. Establish a position hold until VO re-establishes visual contact with the UAV ifcontact is lost.

22• Let-Down/Landing- To execute a safe recovery and landing ofthe UAV, the PIC will ensure that the following practices are followed: o Establish and guide the UAV through a safe route to directly above the cordoned take-off and landing area. o Maintain a safe descent rate and follows all procedures and techniques to avoid vortex state or settling with power. o Verify that a minimum of3 minutes of battery life is available, as mentioned above, to ensure a holding position ifthe landing area is not cleared. o Verifythatthe landing area is clear ofdebris, obstacles, people, or hazards thatwould preclude a safe landing.

• Shutdown- Upon landing, the throttle is returned to the home position causing the rotors to stop spinning. Operations then proceed as follows: • The UAV battery is switched offor disconnected. • The camera is stopped and is then switched off. • The UAV is removed from the landing area and is checked for any abnormalities or damage. • The transmitter is switched off. • The UAV battery is removed, tested, and then the battery is safely secured and stored.

23

## EMERGENCY PROCEDURES
The emergency procedures described below address the following, safety-critical question: 

### In the eventof amalfunctionfailure orotherin-flight**emergenc~** 

### how is the UASgoingtosafelylandwithoutcreatingahazardto otherairspace users orpersonsorpropertyon theground? MOTOR THRUST LOSS As aquad copter, The Phantom II and 900 has no 'rotor redundancy'. Loss of powerto a motor on a quad copter will result in a crash. For this reason, Icarus takes specific preventative steps to ensure that loss of powerto a motorwill not occur: • Wiring integrity is checked visually priorto any flight operations. • A pre-flight battery check is undertaken to test the charge ofthe cells. • Upon take-off, the UAS is lifted into atemporary, low-altitude holding position and the throttle/rudder and aileron/elevator control sticks are moved to check that UAV is responding as expected. Ifthere is a loss ofthrust to a motor, any residual control left available to the PIC will be used to guide the UAV away from people and objects to avoid injury or damage to property and people. Every effortwill be made to restrict the crash site to the safest possible position. UAV BATTERY FAILURE As has been addressed in above previous sections, Icarus has procedures and practices in place designed to prevent UAV batterfailure or malfunction, and they include: • The batteries are physically inspected and tested through all phases of preflight and post flight for damage or swelling • The Battery performance and condition is tested priorto each flight to ensure they are fully charged, and the proprietary DJI Phantom II and 900 software charge track/log is checked to ensure the battery meets the minimum safe requirements as specified by DJI in operating manual and firmware specs. • Throughout all phases offlight, the batteryvoltage, percentage ofcharge remaining, and time in operation is constantly monitored via the telemetry transmission to the ground station to ensure there is the proper minimum

24voltage and time to return and land is achieved and maintained. • The PIC will immediately land the UAV in the nearest possible landing area iftelemetry indicates the minimum voltage, time in operation, or percentage of charge are not met. BATTERY FAILURE FAILSAFE As a preventative measure to keep the UAV from a forced landing or crash due to batteryfailure, the DJI Phantom II and 900 flight controller has several levels of lowvoltage protections incorporated as specified in the attached User/Operator's Manual, triggering an automated Failsafe Return to Home and Landing command as follows: • The low battery capacity warning alerts users when the battery is close to depletion during flight. When it appears, users should promptlyfly back and land to avoid accidental damage. The Phantom II and 900 has two levels of low battery capacity warning. The first appears when the battery has less than 30% power and the second appears when it has less than 15% power. The following list details the battery power warnings: o When battery power drops below 30% the LED indicator will blink red slowly. o At lowerthan 15%, the LED indicator will blink red rapidly. The Phantom II and 900 will also begin to descend and land automatically. After it has landed, keep the throttle stick at its lowest point or execute

# esc. o There is a hidden third low batterythreshold in addition to the 1st and 2nd level warnings. This uses 10.65V as its threshold. Both this voltage threshold and the 2nd Level Low Battery Warning will trigger auto-landing. • Altitude can be maintained if necessary by pushing up on theThrottle stick

. 

# ..... 1st Level Low Battery CapacityWarning 

# •••••• 2nd Level Low Battery Capacity Warning 

# ••• NotStationaryorSensorBias istoo big Errors 

### &Aircraft cannotfly.* 

# • • • Compass data abnormal because offerro-magnetic interference or the compass needs calibration.

25TRANSMITTER/CONTROLLER BATTERY FAILURE As has been mentioned previously, through the extensive use of checklist procedures, Icarus requires that the PIC ensure the DJI Phantom II and 900 controller (ground station) will be fully charged priorto any aerial operation. Any monitors being used to display telemetry will also be fully charged. CONTROLLER BATTERY FAILSAFE Icarus will use The DJI Phantom II and 900 flight control system that incorporates an automated failsafe system which commands the UAV to return to home and land ifthere is a loss offrequency due to battery failure. The PIC will reference the below LED lighting system to monitorthe controller charge;



# •••••• •••• None Normal B-B-B...

... Lowvoltage (at 4V-4.3V). Replace the batteries immediately Alertwill sound after 15 minutes ofinactivity. Itwill stop B--B--8

...... onceyou start using the remote controller.

The remote controller will power off automatically when battery voltage drops below 4V. Land and change batteries as soon as possible when the low voltage alert occurs to avoid loss ofcontrol during flight. LOSS OF CONTROL FREQUENCY (and/or Ground Station Failure) To help prevent a loss of control frequency, Icarus requires that the PIC ensure flight operations only occur within un-aided visual line ofsite VLOS at all times. Doing so will keep the UAV well within the required minimum range ofthe DJI Phantom II and 900 controller/transmitter. LOSS OF CONTROL FREQUENCY FAILSAFE Ifthe control frequency signal is lost for more than 3 seconds (UAS out of range, ground station failure etc.) the DJI Phantom II and 900 Flight Controller has been programmed to switch the UAS into failsafe mode and itwill /return to home' (RTH) and also land: • Ifthe failsafe occurs while in GPS mode according to the parameters of the DJI Phantom II and 900 User/Operator Manual, the UAV will return to

26the take-off and landing area and auto-land. • Ifthe fail location occurs while in A TTl mode according to the parameters ofthe DJI Phantom II and 900 User/Operator Manual, the UAV will autoland. • The RTH failsafe mechanism works by the UAS Flight Controller saving the home (take-off) point automaticallywhen the throttle stick is moved for the first time (after 6 or more GPS satellites have been acquireddenoted by a single red pulse from the LED or a series of continuous green pulses). The RTH failsafe function on the UAS is tested on a weekly basis by Icarus by switching the transmitter offduring atestflight session. MALICIOUS OR ACCIDENTAL INTERFERENCE WITH CONTROL FREQUENCY As was mentioned in previous sections, through the extensive use of checklists, Icarus requires thatthe PIC utilize a Spectrum Scanner to ensure there is no accidental or malicious radio interference. In the unlikely event that this should occur, the PIC will initiate the failsafe procedure mentioned in the previous section

• Pilot Incapacitation- Ifthe pilot-in-command becomes incapacitated to the extentthat control ofthe UAV becomes unviable, the UAV will hover in a stationery position until the battery's second level low-voltage protection is triggered. Atthis point, the UAV will descend and land in a steady, controlled manner. Ifan observer is present, they will have been briefed on the UAS's failsafe (return-to-home) mode and its activation (see Section on "Crew Briefing").

• Aircraft Incursion- Ifanother aircraft should enter or appears to be entering the Visual Line ofSight Operating Envelope VLOS, PIC will operate the UAV to immediately maintain safe visual separation, and give wayto any manned flight operation.

27FLY AWAY PROCEDURE A "fly away" is defined as the loss of control transmission link where the PIC no longer has control orthe abilityto command the UAV to remain within the bounds ofthe intended operation area. In the unlikely event thatthis should occur, the PIC will observe and record the direction offlight heading, speed, and altitude ofthe UAV, and then follow the Incident Response Procedure as outlined below: • Crash 

### & Incident Response While Icarus takes extreme caution in its flight procedures to prevent a loss of control or crash, any incident, accident, or operation thattransgresses the lateral orvertical boundaries as defined by the applicable COA issued must be reported to the FAA UAS Integration Office {AFS 80 within 24 hours. The following procedures will also be ensured by the PIC: o PIC will have on their person a copy ofthe local emergency response contact information, including fire, law enforcement, medical response, and the UAS Integration Office contact information

28

# CARUS SYSTEMS 

# AppendixA Checklists

29

### PRE-FLIGHT START-UP CHECKLIST: o Verify all transmitter, on-board aircraft and camera batteries are fully charged (confirm voltages). o Ensure no frequency conflicts with video and transmitter

## I receiver. o Check all control surfaces for signs of damage, loose hinges, and overall condition. Inspect the wings 

## I rotors to ensure they are in good structural condition and properly secured. o Check motor

## I engine and mounting attachments to the airframe. o Inspect propellers 

## I mounting hardware (tight) 

## I rotor blades for chips and deformation. o Check the landing gear for damage and function. o Test electrical connections (plugged in and secure). o Ensure photo

## I video equipment mounting system is secure and operational. o Check location of GPS equipment controlling the autopilot. o Check the IMU movements in the ground control software. o UAV in stabilization mode, ensure control response move toward the correct positions. o UAV 

## I Drone is in a level location safe fortakeoff. o FPV 

## I Power up ground station. o FPV 

## I Power up Video receiver. o If using Video recorder, turn on camera system. o Camera settings are correct (still images, video, frame rate). o SD camera memory clear and inserted into the camera. o Action 

## I Start filming. o All transmitter controls move freely in all directions. o All transmittertrims in neutral position. o All transmitter switches in correct position (typically away). o Transmitterthrottle to zero. o Radio transmitter on. o Connect 

## I power on batteryto airframe. o Ensure led indicators and audible tones are correct. o Timer on (if applicable). o FPV, confirm video is in monitor

## I goggles. o Scan for nearby cars 

## I people 

## I animals. o Say "CLEAR!". o Arm flight controller.

30o Increase throttle slightly listening for any abnormalities. o Short 20-30 second hover at 3-5 feet (listen for vibrations 

## I loose items). o Confirm Voltage levels are correct.

31

### PRE-FLIGHT INSPECTION CHECKLIST: 

### D Perform initial walk-around. 

### D Inspect UAV for cracks in joints and structural members. 

### D Inspect UAV for loose or damaged screws, ties, fasteners, straps. 

### D Inspect UAV for loose or damaged wiring. 

### D Inspect UAV for loose or damaged connections (solder, plugs, etc.). 

### D Inspect prop mounts and screws and apply slight counter pressure on arms to check for loosened components. 

### D Ensure antennas and masts are secure. 

### D Inspect 

## I clean FPV Camera and Lens and insure it is secured and connections are firmly attached. 

### D Ensure camera settings are correct (still images, video, frame rate). 

### D Ensure FPV Transmitters are secure and operational. 

### D Ensure batteries are fully charged, properly seated and secured. 

### D Ensure the following fail-safe equipment is functioning: 

### D RTH (return to home). 

### D Recovery Command Response (toggle test). 

### D Firmware Airport Proximity Detection. 

### D Ensure props are smooth and free ofdamage 

## I defect (check blade, surface and hub). 

### D Ensure prop adapters are tight

## I secure. 

### D Ensure voltage alarm is connected. 

### D Ensure arming

## I idle timeout is properly configured. 

### D Ensure correct model is selected in transmitter (if applicable). 

### D Check RC transmitterfor the correct range and centering for all sticks. 

### D Perform range test.

32

### IN-FLIGHT CHECKLIST: D Basics: Ifflying manually, always keep yourfingers on the controller/transmitter. 

### D Never letthe UAV out ofyour sight even for a second. 

### D Climb to a safe altitude away from potential hazards and to reduce noise pollution. 

### D Keep aircraft at a safe operating distance from people, electric utility lines and buildings. 

### D Ifthe UAV must be flown over buildings or people, use a lightweight UAV and maintain a safe altitude for recovery and make every effortto minimize exposure. 

### D Spotter: Use a spotterwhenever possible and appropriate, especially when flying by First Person View (FPV). 

### D Do not fly UAVs within distance defined by local laws of any private/commercial airport/helipad. 

### D Do not fly around a pre-existing UAV flying site without afrequencymanagement agreement. 

### D Do not interfere with operations and traffic patterns at any airport.

33

### LANDING CHECKLIST: D Regardless ofwhether ofa manual or automated UAV landing, scan landing area for potential obstruction hazards. D Announce out loud "Preparing to Land". 

### D Use a safe descent rate and follow correct procedures to avoid avortex state or settling. D Carefully land the aircraft away from obstructions and people. 

### D Turn the power offtothe aircraft and/or disconnect the batteries. 

### D Turn offthe transmitter. D Turn the power offtothe photo equipment. D Visually check aircraft for signs ofdamage and/or excessive wear. D Remove the unused fuel ifapplicable. Secure the aircraft. D Check pictures: Verify thatthe UAV camera actually tookthe pictures. 

### D LOG FLIGHT.

34

# CARUS SYSTEMS 

# Appendix B Maintenance Logbook

35Date 

## Icarus Systems MAINTENANCE LOGBOOK Component Maintenanc Maintenanc eActivity eTime

36 Comments

# CARDS SYSTEMS 

# Appendix C Incident/ AccidentLogbook

37Date of Time of Incident/ Incident/ Accident Accident 

### Icarus Systems INCIDENT/ ACCIDENT LOGBOOK Name of Injured Incident/ Accident ActionTaken Details

I

38 Notes

# CARUS SYSTEMS 

# Appendix 

# D FlightRecord Log Book

39

### Icarus Systems FLIGHT RECORD LOGBOOK (Sample Page) Date Location Activity FlyingTime Battery Battery Comments Before After

40

# CARDS SYSTEMS 

# Appendix E
DJI Phantom II and 900 User Manual

41