Eric Greenwood

Section 333 Exemption Petition

July 30, 2015

U.S. Department of Transportation

Docket Management System

West Building Ground Floor, Room w12-140

1200 New Jersey Ave., SE Washington, DC 20590

RE: Exemption Request Section 333 of the FAA Reform Act of the Federal Aviation Regulations from 14 

CFR Part 21 Subpart H, 14 CFR Part 45.23(b), 14 CFR Part 61.113(a) & (b), 14 CFR Part 91.7(a), 14 CFR 

Part 91.9(b) (2), 14 CFR Part 91.103, 14 CFR Part 91.109, 14 CFR Part 91.119(c), 14 CFR Part 91.121, 14 

CFR Part 91.151(a), 14 CFR Part 91.203(a) & (b), 14 CFR Part 91.405(a), 14 CFR Part 91.407(a) (1), 14 CFR 

Part 91.409(a) (2), 14 CFR Part 91.417(a) & (b), FAA Policy 8900.277 Paragraph 16 (cXa) and Paragraph 

16 (eX1)

Dear Sir or Madam:

I, Eric Greenwood, am writing in pursuit of the FAA Modernization and Reform Act of 2012 and the 

procedures contained within 14 C.F.R. 11, to request that I, Eric Greenwood as an owner and operator of 

small unmanned aircraft, be exempted from the Federal Aviation Regulations (FARS) listed underneath 

so that I, Eric Greenwood, may operate a small lightweight unmanned aircraft system (UAS) 

commercially in airspace regulated by the Federal Aviation Administration (“FAA”) located in the Los 

Angeles Metropolitan Area in accordance with FAA UAS regulations & policies.

Commercial operation of an UAS, as described below, which are equipped with camera(s) and 

sensors, would operate in the following manner: 

• Aerial photography and/or cinematography for public and private use including real estate, 

construction, land surveying, engineering, and other professional activities. 

• Aerial video and/or cinematography for public and/or private use including television, public 

events, and news gathering. 

This exemption request is made based on data defined in this petition, as well as the accompanying 

Yuneec Q500+ Instruction Manual (exhibit 1), Know before you fly brochure (exhibit 2), and Personal 

Protocols and Controls. My Yuneec Q500+ was selected by me because it’s features list includes: a 

proven track-record of controlled flight including a gyroscope stabilized flight mode, GPS assisted 

navigation, compass calibration, blinking LED’s under the hull, and a failsafe mode for returning home to 
the transmitter. In addition, I Eric Greenwood, am a member of the Academy of Model Aeronautics. I 

also plan to use the FAA iPhone app “B4UFLY” which is a simple, easy-to-use app that will let me know if 

their are any restrictions for where I plan to fly. The application will act to further my safety protocols 

exclusive to lightweight UAS’s specific to photography and video usage. I, Eric Greenwood will be 

recording flight telemetry data through an integrated memory card within my ST10+ Transmitter to 

store and provide any data in case of escalation. 

Contact information:

Eric C. Greenwood

1025 2nd st. Apt. 14

Santa Monica, California 90403

Phone: (206)769-2709

Email: Eric@skyshots.org

Statistics regarding the Yuneec Q500+ UAS:

 A lightweight Lithium Polymer battery operated 4 motor rotorcraft in the form of a quadcopter 

that takes off and lands vertically, manufactured by Yuneec Electric Aviation, Model Q500+ with the 

following equipment:

UAS:

● Height: 210mm (8.3 in)

● Length (without rotor blades): 420mm (16.5 in)

● Width (without rotor blades): 420mm (16.5 in)

● Diameter (without rotor blades): 565mm (22.2 in)

● Propeller/Rotor Blade Diameter: 330mm (13.0 in)

● Weight (without battery and payload): 1130g (40.0 oz)

● Takeoff Weight (with battery and CGO2-GB): 1700g (60.0 oz)

● Battery: 5400mAh 3S 11.1V LiPo (included)

● Charger: DC 3S 11.1V LiPo balancing and AC adapter (included)

● Transmitter: ST10 10-channel 2.4GHz with 5.8GHz video link (included)

● Flight Time: 20-25 minutes

➢ An on-board flight computer with GPS navigation and location ability that receives and signals 

for flight controls from a ground based transmitter/controller;

➢ An integrated on-board CGO2-GB camera capable of capturing 12MP images in the form of full 

color, and 1080P video in either 60,50, or 24 FPS;

➢ An on-board telemetry OSD (On-Screen Display) system that delivers flight data from the onboard flight computer to the on-board radio transmitter including altitude AGL, Battery Level,

Remote Battery Level, Latitude and Longitude, horizontal speed, compass direction of flight and 

direction back to its launch site;
CGO2-GB Integrated Camera:

● Height: 115mm (4.5 in)

● Width: 75mm (2.9 in)

● Depth: 135mm (1.4 in)

● Weight: 185g (6.5 oz)

● Video Resolution: 1080p 60, 50 or 48 fps

● Photo Resolution: 12 megapixels

● Transmission Distance/Range: Up to 600m (1970 ft) depending on receiving device

● Transmission Band: 5.8GHz

● Storage (memory): microSD Class 10 up to 128GB

➢ A 600mw, 5.8GHz on-board radio transmitter that transmits live video from the on-board 

camera plus all the flight data from the telemetry system described above;

The ST10+ Ground Station Includes:

● Number of Channels: 10

● RC Band: 2.4GHz

● RC Modulation: Yuneec

● Video Downlink Band: 5.8GHz

● Telemetry/OSD: Yes 

● SD Card Compatible: Yes

● LCD Screen Size: 4.5”

● Touchscreen: Yes

➢ A Pilot who controls the UAS while in the air from takeoff to landing using dual flight control 

sticks;

➢ Pilot controls the Q500+ UAS using a 2.4Ghz radio transmitter/controller;

➢ Co-Pilot (Visual Observer) is a person who provides a second pair of eyes to always visually track 

the UAS location, direction, and altitude while in flight.

 

1. Proposed Operations

I, Eric Greenwood, plan to use the UAS for two reasons. First, I seek an exemption to use my UAS for 

inspecting land, residential, commercial and industrial structures. Secondly, I will fly my UAS to record 

new found video of events that require a dramatic camera angle to truly capture the mood and 

landscape. 

 Specifically I, Eric Greenwood, will use the UAS which is equipped with cameras and sensors, in 

order to engage in the following commercial activities in the Los Angeles Metropolitan Area of 

California:

• Aerial photography and/or cinematography for public and/or private use including real estate,
architecture, land surveying, engineering, and other professional activities. 

• Aerial video and/or cinematography for public and/or private use including television, public 

events, and news gathering. 

AIRCRAFT AND EQUIVALENT LEVEL OF SAFETY

The operation limitations propose for an equivalent or higher level of safety because operations will 

further enhance the safety of the person and/or property using conventional aircraft. 

These limitations and conditions to which the applicant agrees to adhere to when conducting 

commercial operations under the FAA issued exemptions as set forth in the Flight Operations 

Manual (FOM) include: 

• The UAS weight is less than 55lbs. 

• The UAS will have a maximum operating speed of no more than 50 mph. 

• Flights will be operated within line of sight of the UAS pilot and/or visual observer (VO). 

• Maximum flight time for each operational flight will be 25 minutes. Flights will be 

terminated at 25% battery reserve or 25 minutes of flight time, whichever comes first. 

• Flights will be operated at an altitude of no more than 400 feet Above Ground Level (AGL). 

• A preflight meeting will be held regarding the planned UAS operations prior to each flight. 

For each commercial operation a minimum crew will consist of the UAS Pilot (PIC), and Visual 

Observer (VO). All members present will sign a document stating their attendance of pre and 

postoperative meeting. 

• All flights will occur under Visual Flight Rules Meteorological Conditions (VMC) only. 

• The flights will not occur any closer than a 5 mile radius of the geographic center/Airport 

Reference Point (ARP) of a tower controlled or uncontrolled airport. 

• If operations will be within 5 mile radius of geographic center/ Airport Reference Point 

(ARP) of a tower controlled or uncontrolled airport, the airfield operator and airfield traffic 

control tower (when applicable) will be contacted no later than 24 hours prior to flight 

operations, advising them of the estimated flight time, flight duration, elevation of flight 

and other relevant information. 

• All required permissions and permits will be obtained from appropriate state, county, or city 

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

agencies no later than 24 hours prior to operations. 

• Written and/or electronic permission from the relevant property owners will be obtained 

prior to operations. Consenting persons will be allowed within 100 feet of the flight 

operation, and may be reduced to a radius of 30 feet based upon equivalent level of safety 

determination, as required under the FOM. 

• The UAS pilot will be trained in advance for the safe operation of the UAS to be operated. 

This will include operation of the UAS both in normal and emergency modes of operation 

and will include familiarization with the operation manual published by the UAS 

manufacturer. Training will also include types of maneuvers to be performed and the safe 

operation in relation to persons, property, and applicable airspace. 

• The UAS Pilot and VO will be able to communicate by voice or radio at all times. 

• If the UAS loses GPS signal or communication with the remote controller, the UAS has the 
capability to return to a predetermined location autonomously. 

• The UAS has the capability to abort a flight in case of emergencies.

2. Relevant Statutory Authority

 

 This Petition for Exemption is submitted pursuant to Section 333(a) through (c) of the 

 FAA Modernization and Reform Act of 2012 (“Reform Act”). Congress has directed the 

 the FAA “to safely accelerate the integration of civil unmanned aircraft systems into 

 the national airspace system. “Pursuant to Section 333 of the Reform Act, the FAA

 Administrator is to permit unmanned aircraft systems to operate in the National Air-

 Space (NAS) where it is safe to do so based on the following considerations: 

➢ The UAS’s size, weight, speed and operational capability;

➢ Operation of the UAS in close proximity to airports and populated areas; and

➢ Operation of the UAS within the visual line of sight (VLOS) of the operator.

Additionally, the FAA Administrator has general authority to grant exemptions from the 

agency’s safety regulations and minimum standards when the Administrator decides 

requested exemption is in the public interest (49 U.S.C. sub.sec. 106(f) (defining the 

authority of the Administrator); 49 U.S.C. sub. Sec. 44701(f) (permitting exemptions from 

sub. Sec. 44701(a), (b) and sub.sec. 44702-44716, et seq.) A party requesting an 

exemption must explain the reason why the exemption: (1) would benefit the public as a 

whole, and (2) would not adversely affect safety (or how it would provide a level of 

safety at least equal to the existing rules). See 14 C.F.R. sub. Sec. 11.81 (petitions for 

exemption).

3. These Proposed UAS Operations Meet the Requirements of Section 333 of the Reform Act

 

 The proposed operations in this Petition for Exemption qualify for expedited approval 

 Pursuant to Section 333 of the Reform Act as each of the statutory criteria and relative

 factors are satisfied.

4. Approval is Warranted Based on the UAS Size, Weight, Speed and Operational Capability

I, Eric Greenwood, will utilize the Yuneec Q500+ quadcopter for the operations specified in 

this Petition for exemption.

➢ Flight Speed will not exceed 15 miles per hour, and it will not be flown in controlled 

airspace or at an altitude that exceeds 400 feet AGL.
➢ The Yuneec Q500+ UAS has a maximum takeoff weight of less than 5 pounds (60.0 

oz to be exact).

➢ All flights will be flown in such a manner that they can be safely terminated/aborted 

with a reserve battery power of no less than 30% of the battery’s maximum charge.

➢ The Yuneec Q500+ does not carry flammable propellant or fuel.

➢ The Yuneec Q500+ UAS has an integrated GPS system that calculates the UAS’s 

position and altitude and relays that information via a secure connection to the 

operator.

➢ The Yuneec Q500+ UAS contains a failsafe mode if its connection to the remote 

control/operator is lost, and this system permits the UAS to return to a 

predetermined location and land without injury or damage.

5. Approval is Warranted Based on the Operational Restrictions Set Forth in the Instruction

Manual.

Yuneec Q500+ Instruction Manual (exhibit 1) and the FAA Know Before you Fly Brochure 

(exhibit 2) contain all the procedures and limitations necessary to successfully perform the 

operations specified in this Petition for Exemption.

6. The public interest will be served by granting myself Eric Greenwood a Petition for 

Exemption in the greater Los Angeles Metropolitan market. Congress has established a 

national policy that favors early integration of UAS’s into the NAS in controlled, safe working 

environments such as those proposed in this Petition. In addition, the public also has an 

interest in reducing the hazards associated with alternate methods of conducting similar 

operations. One major reason why I decided to engage in using an UAS is that most monthly 

construction site photos are taken from a low flying plane navigated with an actual licensed 

pilot. Not only does using an UAS take a pilot out of the sky, but it also has a greater impact 

on the environment due to not having a pilot burning fossil fuels to fly to and from an 

airport. Not to mention removing the risk of combustible fuels from the equation. By using a 

UAS, many more hazards will be reduced and safety of the public will be increased, 

compared to manned aircraft.

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 CFR Part 91.203(a) (1):

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements for 

the issuance of airworthiness certificates as required by 14 CFR Part 91.203(a) (1). Given the 

size and limited operating area associated with the UAS to be utilized by Eric Greenwood, an 

exemption from Part 21 Subpart H meets the requirements of an equivalent level of safety 

under Part 11 and Section 333 of the Reform Act. 

The UAS to be operated has a total weight of 3.75lbs fully loaded and does not carry a pilot 

or passengers. The UAS does not carry explosive materials or flammable liquid fuels and is 
powered exclusively by a 5400mAh Lithium Polymer battery. Under this 

exemption, appropriate governmental and local public safety agencies will have 24 hours 

advanced notice of all operations and will be tightly monitored thereby providing a greater 

degree of safety to the public. Under the conditions proposed, the UAS will be safer than a 

conventional aircraft operating with an airworthiness certificate without the restrictions and 

conditions proposed. Also, the UAS demonstrates no credible threat to national security due 

to its size, operating speed, flight restrictions, lack of exploding materials, lack of flammable 

liquids and inability to carry a substantial external load. 

14 CFR Part 45.23(b):

The regulation requires: When marks include only the roman capital letter “N” and the 

registration number is displayed on limited, restricted or light-sport category aircraft or 

experimental or provisional certificate aircraft, the operator must also display on the aircraft 

near each entrance of the cabin, cockpit, or pilot station, in letters not less than 2 inches nor 

more than 6 inches in height the words “limited”, ”restricted”, ”light-sport”, ”experimental” 

or “provisional” as applicable. 

Even though the UAS will have no airworthiness certificate, an exemption may be needed as 

the UAS will have no entrance to the cabin, cockpit or pilot station on which the word 

“Experimental” can be placed. Given the size of the UAS, two inch lettering will be 

impossible. The word “experimental” will be placed on the fuselage in compliance with Part 

45.29(f). 

The equivalent level of safety will be provided by having the UAS marked on its fuselage as 

required by Part 45.29(f) where the pilot, observer and others working with the UAS will see 

the identification of the UAS as “experimental”. 

14 CFR Part 61.113(a) (b): Private and Commercial Pilot Privilege and Limitations:

Currently, there are no applicable areas identified for UAS in either the private or 

commercial sector, therefore an exemption is required to conduct commercial operations. 

Under Part 61.113(a) (b) private pilots are limited to non-commercial operations; however 

an equivalent level of safety can be achieved by current regulations because the Yuneec Q500+ 

UAS does not carry any pilot or passengers. Furthermore, although a pilot license is 

helpful, it will not ensure remote control piloting skills. The risks of operating a UAS are far 

less than the risk inherent in the commercial activities outlined in 14 CFR Part 61, thus an 

exemption is requested from Part 61.113 Private Pilot Privileges and Limitations. 

In regards to the UAS operational training, the applicant has flown numerous practice flights 

as a hobbyist under different temperatures and climate conditions. The applicant has also 

gain significant experience with the UAS’ performance under various emergency landing 
situations. Presently the applicant is familiarizing himself with the Pilot’s Handbook of 

Aeronautical Knowledge, FAA-H-8083-25A-Single PDF and is eager to participate in any 

future UAS airman certification courses that may be offered. 

14 CFR Part 91.7(a): Civil Aircraft Airworthiness: 

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

condition. As there will be no airworthiness certificate issued for the aircraft, should this 

exemption be granted, no FAA regulatory standard will exist for determining 

airworthiness. Given the size of the aircraft, through maintenance and use of safety check 

list prior to each flight, equivalent level of safety will be provided. 

14 CFR Part 91.103: Preflight Action:

This regulation requires each pilot in command to take certain actions before flight to 

ensure the safety of the flight. As FAA approved rotorcraft flight manuals will not be 

provided for the aircraft, an exemption will be needed. The operating pilot will take all 

actions as stated in the FOM in Section 4 under Normal procedures including but not limited 

to reviewing the weather, flight battery requirements, landing and takeoff distances, and 

aircraft performance data before initiation of flight. 

14 CFR Part 91.109: Flight Instruction:

This regulation provides that no person may operate a civil aircraft (except a manned free 

balloon) that is being used for flight instruction unless the aircraft has fully functioning dual 

controls. UAS and remotely controlled aircraft, by their design, do not have fully functional 

dual controls. Flight control is accomplished through the use of a control box that 

communicates with the aircraft via radio communications. The FAA has approved 

exemptions for flight training without fully functional dual controls for a number of aircrafts 

and for flight instruction in experimental aircraft. The equivalent level of safety will be 

provided by the fact that neither a pilot nor a passenger will be carried in the aircraft and by 

the size and speed of the aircraft. 

14 CFR Part 91.119(c) Minimum Safe Altitudes:

Section 91.119(c) establishes safe altitudes for operation of civil aircraft. Section 91.119(d) 

allows helicopters to be operated at less the minimums prescribed, provided the person 

operating the helicopter complies with any route or altitudes prescribed for helicopters by 

the FAA. As this exemption is for a helicopter and the exemption request authority to 

operate at altitudes up to 400 feet AGL or not more than 200 feet above an elevated 

platform from which filming is planned, an exemption may be needed to allow such 

operations. As set forth herein, the UAS will never operate higher than 400 feet AGL with 
the exception that in circumstances where the UAS is used to survey or photograph a 

structure whose height exceeds 400 feet AGL, the UAS will not be operated more than 200 

feet above the highest point on the structure. It will however, be operated in a restricted 

area with a secured perimeter, where buildings and people will not be exposed to 

operations without their pre-obtained consent. 

The equivalent level of safety will be achieved given the size, weight, speed of the UAS as 

well as the location where it is operated. No flight will be taken without permission of the 

property owner or local officials. Because of the advance notice to the property owner and 

participants in the filming/photography activity, all affected individuals will be aware of 

planned flight operations. Compared to flight operations with aircraft or rotorcraft 

weighting far more than the maximum 55lbs. proposed herein and the lack of flammable 

fuel, any risk associated with these operations is far less than those presently presented 

with conventional aircraft operating at or below 500 feet AGL. In addition, the low-altitude 

operations of the UAS will ensure separation between these UAS operations and the 

operations of a conventional aircraft that must comply with Section 91.119. 

14 CFR Part 91.121 Altimeter Settings: 

This regulation requires each person operating an aircraft to maintain cruising altitude by 

reference to an altimeter set “... to the elevation of the departure airport or an appropriate 

altimeter setting available before departure.” As the UAS may not have a barometric 

altimeter but instead a GPS altitude read out, an exemption may be needed. An equivalent 

level of safety will be achieved by the operator, pursuant to the safety check list and live 

flight data monitoring and confirming the altitude of the launch site shown on the GPS 

altitude indicator before flight. 

14 CFR Part 91.151(a): Fuel Requirements for Flight in VFR Conditions:

Section 91.151(a) prohibits an individual from beginning “a flight in an airplane under VFR 

conditions unless (considering wind and forecast weather conditions) there is enough fuel 

to fly to the first point of intended landing, and assuming normal cruising speed – (1) During

the day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 

45 minutes.” The battery power of the UAS provides approximately 25 minutes of powered 

flight. To meet the 30 minutes reserve requirement, UAS flights would be limited to 

approximately 10 minutes in length. Given the limitations of the UAS’ proposed flight area 

and the location of its proposed operations within a predetermined area, a longer time 

frame for flight in daylight or twilight VFR conditions is reasonable. 

Applicant believes than an exemption from 14 CFR 91.151(a) falls within the scope of prior 

exemptions. Operating the UAS in a tightly controlled area where only people and property 

owners or official representatives who have signed waivers will be allowed, with less than 
30 minutes of reserve fuel, does not engender the types of risks that section 91.151(a) was 

intended to alleviate, given the size and speed of a small UAS. Additionally, limiting UAS 

flights to 10 minutes would greatly reduce the utility for which the exemption will be 

granted. Applicant believes than an equivalent level of safety can be achieved by limiting 

flight to 30 minutes or 25% battery power, whichever comes first. This restriction would be 

more than adequate to return the UAS to its landing zone from anywhere in its limited 

operating area. 

14 CFR Part 91.203(a) (b): Carrying Civil Aircraft Certification and Registration:

The regulation provides in part: 

(a)Except as provided in Section 91.715, no person may operate a civil aircraft unless it has 

within it the following: (1) an appropriate and current airworthiness certificate... 

(b)No person may operate a civil aircraft unless the airworthiness certificate required by 

paragraph (a) of this section or a special flight authorization issued under Section 91.715, 

is displayed at the cabin or cockpit entrance so that it is legible to passengers and crew. 

The UAS fully loaded weighs no more than 55 lbs and it is operated without an onboard 

pilot. As such, there is no ability or place to carry the certification and registration 

documents or to display them on the UAS. 

An equivalent level of safety will be achieved by keeping the documents at the ground 

control point where the ground crew will have immediate access to them, to the extent 

they are applicable to the UAS. 

14 CFR Part 91.405(a); 407(a) (1); 409(a) (2); 417(a) & (b): Maintenance Inspections:

These regulations require than an aircraft operator or owner “shall have the aircraft 

inspected as prescribed in subpart E of this part and shall between required inspections, 

except as provided in paragraph (c) of this section, have discrepancies as prescribed in part 

43 of this chapter...”, and others shall inspect or maintain the aircraft in compliance with 

part 43. 

Given that these section and part43 apply only to aircraft with an airworthiness certificate, 

these sections will not apply to the applicant. Maintenance will be accomplished be 

accomplished by the operator pursuant to the flight manual and operating handbook. An 

equivalent level of safety will be achieved because the UAS is very limited in size and will 

carry a small payload and operate only in restricted areas for a limited period of time. If 

mechanical issues arise, the UAS can land immediately and will be operating from no higher 

than 400 feet AGL. The operator will ensure that the UAS is in working order prior to 

initiating flight, perform required maintenance, and keep a log of any maintenance 

performed. Moreover, the operator is the person most familiar with the aircraft and best 
suited to maintain the aircraft in an airworthy condition to provide the equivalent level of 

safety. 

An equivalent level of safety will be achieved because maintenance and inspections will be 

performed in accordance with the UAS manufacturer’s user manual. The operator will 

ensure that the UAS is in working order prior to initiating flight and perform required 

maintenance as needed. 

8900.227 Paragraph 16(cXa): PIC Medical and Paragraph 16(eX1) Observer Medical:

These regulations require that both the PIC and the VO have a valid FAA second-class 

medical certificate issued under part 67 in order to perform as a PIC or VO. requiring the 

crew to meet the same medical requirements as a commercial pilot carrying passengers in a 

large aircraft is an unnecessary burden. Given that the risk of both the PIC and VO 

becoming incapacitated at the same time and suddenly is very low, the applicant proposes 

that the minimum medical requirements be vision corrected to 20/20 and a valid state 

issued driver’s license. An equivalent level of safety will be achieved because the UAS 

operates at low altitude and can brought in for landing in a very short period of time if 

incapacitation was suspected. Furthermore, the Yuneec Q500+ is equipped with an automatic 

return home feature that would provide a final level of safety.

In Conclusion:

This petition for Exemption satisfies the criteria articulated in Section 333 of the Reform Act 

of 2012 including weight, speed, operating capabilities, proximity to airports and populated 

areas, operation within visual line of sight (VLOS) and national security. Additionally, the 

Petition provides more than adequate justification for the grant of the requested 

exemptions to permit Eric Greenwood to operate a Yuneec Q500+ UAS in the Los Angeles 

area of California for the operations specified herein.

Granting the exemption will benefit the public interest as a whole in several ways, including 

significantly improving safety and reducing risk by alleviating human exposure to danger 

and, improving the quality of services and decreasing operating costs associated with 

conventional flight operations for similar missions.

Respectfully,

Eric Greenwood

1025 2nd St. Apt. 14

Santa Monica, CA 90403

Eric@SkyShots.org
Exhibit 1:

Yuneec Q500+ Manual Online Link:

http://yuneec.com/upload/manual/20150113125023.pdf

Exhibit 2: 

Know Before You Fly Brochure:

http://knowbeforeyoufly.org/wp-content/uploads/2015/01/KBYF_Brochure.pdf