### December 9, 2015

United States Department of Transportation, Docket Operations West Building Ground Floor, Room W12-140 1200 New Jersey Avenue, SE Washington, DC 20590
Re: Request for Exemption under Section 333 of the FAA Modernization and Reform Act of 2012 and Part 11 of the Federal Aviation Regulations from 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §67.301-.313 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) 14 C.F.R. §91.417(a)&(b)

Dear Sir or Madam;
Sloan Digital LLC (SDLLC) respectfully requests an exemption from several provisions of Title 14 of the Code of Federal Regulations (C.F.R.) regarding use of unmanned aerial systems (UAS). Approval of exemptions for SDLLC will allow commercial operations of UASs in rural, remote, low density areas in the Cincinnati, OH area, for the purpose of real estate photography and videography and to assist in the evaluation of commercial and non-commercial property for ourclients. While an exemption would not eliminate the need for an inperson property inspection, it would allow SDLLC to offer an aerial recording of real estate to clients in a safer, more environmentally conscious and affordable fashion while satisfying a much need demand for said recordings in the Cincinnati, OH area. UAS is a cheaper solution and less invasive to populated areas than manned flights. The requested exemption should be granted because the proposed operations of the DJI Phantom 2+, a small unmanned aerial systems (sUAS) that weighs 2.9 lbs., inclusive of battery and payload,

### conducted in the strict conditions outlined below, will provide an equivalent level of safety, as Congress intended, while still allowing commercial operations. The lightweight aircraft covered by the exemption are far safer and more practical than conventional operations conducted with manned helicopters and fixed-wing aircraft weighing thousands of pounds, containing highly flammable fuel, and operating in close proximity to the ground and people. A similar UAS has been previously approved in Exemption No. 11138, Douglas Trudeau, Realtor®. SDLLC will show our operations and UAS will fulfill seven factors Congress directed the FAA to consider when approving Section 333 exemption petitions: Size, weight, speed, operational capability, proximity to airports, proximity to populated areas, and operation within visual line of sight

. Accordingly, the grant of an exemption is consistent with the intent of Congress, reflected in Section 333 of the FAA Modernization and Reform Act of 2012 (Modernization Act),
1. That safe systems be permitted in the national airspace prior to the issuance of final regulations governing general use of these systems.
2 A summary of this request suitable for publication in the Federal Register is provided as Appendix A.
Appendix B provides the manufacturers information regarding the design, aircraft performance, and fail-safe features. We have provided manufacturer information related to operating limitations, normal and emergency procedures, and maintenance and inspection procedures. In the event we add and/or eliminate aircraft we will update this appendix appropriately.
Appendix C shows aircraft specifications as required on AC Form 8050-1.
Appendix D provides the Sloan Digital LLC Operations Manual for flights covered under this Exemption Request.
Appendix E shows Exemption No. 11138, for Douglas Trudeau, Realtor® which shows a functionally similar commercial usage as appellant SDLLC.

### Background Information Sloan Digital is a Limited Liability Company (LLC) registered by the state of Ohio with offices in Mason, OH within the Cincinnati Flight Standards District Office (FSDO) and meeting the definition of an LLC pursuant to Title 49, USC, 40102(a)(15). Our business offers our clients online audio, video, web and social media marketing strategies relative to the sale of property in the state of Ohio. As such there is an increasing demand for sUAS imagery. We will primarily deal with clients looking to us to market their commercial and residential real estate through our safe and authorized use of sUAS. Increasingly we have clients requesting SDLLC to operate sUAS for safety & maintenance inspections prior to acquisition or sale.
Sloan Digital LLC Operations:

• Real Estate Videography

• Home Inspection

• Commercial Property Inspection

• Construction Site Inspection
SDLLC is requesting FAA Exemption for sUAS operations inspection and video capture usage.


### Regulatory Basis for Exemption Request In addition to the waiver authority provided in §333 of the Modernization Act, the FAA may grant an exemption under 49 U.S.C. §44701(f) if it has determined that such an exemption is in the public interest. The FAA has imposed a separate requirement in its procedural regulations, providing that the petitioner shall explain why granting the exemption would not adversely affect safety or how the exemption would provide at least an equivalent level of safety as compliance with the underlying regulation. In this case, approval of this exemption would advance the public interest by significantly enhancing the safety and efficiency of property inspections and video marketing and by providing the FAA with valuable user experience on sUAS in a context with appreciable economic and societal benefits. As described more fully below, the requested exemption would permit the operation of sUAS under tightly controlled conditions. Demand for commercial use

### of sUAS for this application is growing exponentially and SDLLC seeks to lawfully meet this demand the Cincinnati, OH FSDO by respectfully requesting this waiver. Granting an exemption is in the public interest.
The safety and efficiency of documentation and inspection operations Sloan Digital LLC (SDLLC) is heavily dependent upon digital imaging and videography for real estate listing videos and increasingly of structures, boundaries, right-of-way, infrastructure and other assets/ facilities. As a result, pursuant to federal regulations and company policy, an exemption to Title 14, Section 333 will ensure operations will not have an adverse impact on safety. To the contrary, SDLLC anticipates that use of sUAS will enhance safety of the latter by greatly reducing the need to physically climb structures to inspect roofs, chimneys, etc. and decreasing the need for manned aircraft to perform inspections and create digital imagery thus reducing congestion in the NAS. At present, this work is done primarily by company personnel in motor vehicles, on foot, and on ladders/scaffolding. This is often a labor-intensive and sometimes arduous job. While we do all we can to make these inspections as safe as possible, there is an irreducible element of risk involved whenever employees are required to go out on structures. Inspectors/employees may need to climb over or onto structures, which can be slippery, rough, and/or exposed to adverse weather conditions. Most of our clients own two story homes while some commercial properties are several stories above grade.
Equipment moving through inspection zones can increase risk as well, especially in high-traffic areas. While the use of sUAS for marketing and inspection would not eliminate these risks entirely (as it is an additive safety measure), it would reduce the risks to employees by allowing for remote aerial review. Aerial analysis by traditional fixed wing aircraft is impractical because the required altitudes for safe flight reduce visibility below meaningful levels. Helicopters present better vantage points; however manned helicopters are much more costly, subject to greater concern for human safety and leave a far greater environmental footprint thus making them impractical for this application. The use of sUAS has the potential to improve efficiency, resulting in safer conditions, while saving energy resources vital to the U.S. economy.

### Granting an Exemption will not Adversely Affect Safety SDLLC notes that there is no applicable standard for an equivalency determination. Some have argued that the appropriate standard is that for model aircraft, noting that their operations, if conducted for recreational purposes, would fall completely within the allowable operations for model aircraft. We believe it is difficult to argue that there is sufficient correlation between model operations controlled by the Academy of Model Aeronautics and the ones contemplated by SDLLC. At the same time, it is clear that e quivalency cannot be established for traditional, manned civil aircraft because the design and use profiles between traditional aircraft and sUAS are simply too different. As such, we believe it makes more sense to focus on why the contemplated operations would not a dversely affect safety, which is all that §11.81(e) requires.
Granting an exemption will not adversely affect safety. SDLLC contemplates conducting sUAS operations over client owned or controlled land, during daylight hours, at altitudes well below that which would pose a risk to other aircraft and operating exclusively in Class G airspace of the NAS. In general, sUAS operations are intended to be conducted in areas distant from both congested areas and airfields. The nature of operations (sUAS mounted fixed small profile HD digital camera) anticipated by SDLLC requires that the sUAS be flown at relatively low altitudes and relatively low speeds. SDLLC expects that in most instances, the sUAS will be flown no greater than 50 feet from the highest structure along the path of the sUAS. Accordingly, the risk of interference with another aircraft is minimal as the maximum applicable altitude for these flights are less than 200 feet. SDLLC also plans to conduct sUAS operations at least 5 Nautical Miles (NM) from an airport having an operational control tower; or 3 NM from an airport with a published instrument flight procedure, but not an operational tower; or 2 NM from an airport or heliport without a published instrument flight procedure or an operational tower. Further, on or about March 24, 2015 the FAA issued a ‘blanket’ Certificate of Waiver or Authorization (COA) to sUAS operators for flights below 200 feet AGL. If an operation requires flight(s) above 200, the petitioner will obtain an Air Traffic Organization (ATO) issued a COA prior to

### conducting any operations under the grant of exemption. Petitioner will request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation. All operations will be conducted in accordance with airspace requirements in the ATO issued COA, including class of airspace, and altitude level. Approval of exemptions allowing commercial operations of sUASs in the aerial imaging/inspection industry will enhance safety by reducing risk. Conventional operations, using jet or piston power aircraft, operate at extremely low altitudes just feet from the subject being inspected and in extreme proximity to people, structures and communities; and present t he risks associated with vehicles that weigh in the neighborhood of 4,000 pounds, carrying l arge amounts of Jet A or other fuel (140 gallons for jet helicopters). Such aircraft must fly to and from the inspection site.
In contrast, a sUAS weighing fewer than 55 pounds and powered by batteries eliminates virtually all of that risk given the reduced mass and lack of combustible fuel carried on board. The requested exemption will permit the operation of the DJI Phantom 2 Vision Plus. The Phantom 2 Vision Plus is a small, unmanned multirotor aircraft, weighing 2.9 lbs. inclusive of batteries, the propeller guard, and technical payload or camera. The sUAS is driven and carried to the inspection site. The sUAS will carry no passengers or crew and, therefore, will not expose them to the risks a ssociated with manned aircraft flights. The operation of small UASs, weighing substantially less than 55 pounds, conducted in the strict conditions outlined below and in Appendix D, will provide an equivalent level of safety supporting the grant of the exemptions requested herein, including 333 Aircraft Exemption Status exempting the applicant from conventional aircraft requirements 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 helicopters operating in close proximity to the ground and people. The safety of those on the ground is protected by the fact that no one will be allowed into the area without the permission of the company. Conspicuously posted signs and signals (cones) will alert passerby to remain 150 feet from operator(s) and “home postion”. Security will be established for the flight area as part of the pre-flight control. Each individual within the secure area will be briefed prior to flight and will consent to being in

### the area. All others will be excluded from the area. SDLLC intends to use a dedicated staff for sUAS operations. All operations will be conducted under Visual Meteorological Conditions (VMC) and within visual line-of-sight (VLOS; i.e., no more than approximately 1000 feet from the pilot in command (PIC)). Each PIC will conduct at least three (3) take-offs and landings with the sUAS on which he or she is trained every 90 days. PIC’s will establish their qualifications thru a combination of aeronautical knowledge, UAS airmanship skills, and verification through testing of flight ability before operations have commenced. Depending on the type of operation, an additional ground-based visual observer(s) (VO) may be employed as well. These observers will be within constant visual line of sight and in constant contact with the PIC. The visual observers will assist the PIC in avoiding objects near the sUAS and maintaining a safety zone.
Although it recognizes that a pilot’s license is unnecessary for safe UA operation, the FAA has to date declined to allow grant exemptions under Section 333 that would permit individuals who possess any pilot license (sports, recreational, private or commercial) to conduct commercial UA operations. It has specified two reasons for declining to do so. First, it has stated that it does not possess the authority under Section 333 to exempt individuals from the requirement under 49 U.S.C. §44711 to hold an airman certificate authorizing the airman to serve in the capacity for which the certificate was issued. Exemption No. 11110 at 14.
Second, the FAA has concluded that the Department of Homeland Security (DHS) security screening required of all certified airmen meets the statutory requirement in Section 333 that operations not pose a threat to national security. Exemption No. 11110 at 15.
There are no standards for either Private or Commercial sUAS pilot certificates. The safe operation and control of the UAS as described in this application does not depend on the type of FAA license held by the PIC. Given the restricted and controlled airspace within which operations will take place, the key factors needed by the PIC are knowledge of the airspace within which the operation will take place and how that airspace fits into the National Airspace System (NAS). Fixed wing and rotorcraft c ertificates demonstrate knowledge of the factors and skills needed for the safe operation of those types of

### aircraft. It cannot be assumed that a commercial pilot, approved to operate a helicopter or fixed wing aircraft, has the skill or ability to safely operate a small unmanned aerial vehicle, operating at 200 Above Ground Level (AGL) or lower , within strictly controlled preapproved Class G airspace. Besides knowledge of airspace regulations, dexterity in the control and operation of the sUAS acquired from actual operation of the aircraft is the most important factor in establishing an equivalent level of safety.
If the PIC has acquired the necessary knowledge of airspace requirements, the relevant issues are (1) where the aircraft will be flown, (2) the size of the aircraft relative to what is being used today to accomplish the same mission, and (3) what precautions will be taken to ensure the safety of those in the area of operation. We propose that the PIC operate within a secure environment and that no one be allowed to enter the secure environment unless they are part of the operation, have been fully briefed of the risks prior to operation of the sUAS, and have consented to the risks associated with being in the operating area. Additionally, warning signs and signals will be conspicuously posted adjacent to the flight operations area alerting passersby. The sUAS being flown poses significantly less of a threat than the helicopters and fixed wing aircraft now being employed because they are a fraction of the size, carry no flammable fuel, do not carry crew or passengers, and pose an infinitesimal risk to others. This is in stark contrast to conventional aircraft that are f lown to the site, carry explosive fuel, carry passengers and crew, and operate in a much larger air space.
From a practical standpoint, there are relatively few licensed full-scale aircraft pilots who are also qualified to fly the type of sUAS that are utilized for property image-capture operations. Assuming that it is unlikely for a company to find a pilot that has both qualifications, that company would either have to source a qualified sUAS pilot to train and obtain a commercial certificate, or find a commercial certificated pilot who would be willing to learn to fly a sUAS to the competency level required for professional use.
SDLLC respectfully requests the FAA reconsider its position. There is no dispute that it is unnecessary for an operator of a UA to go through the rigorous process of becoming a certified pilot in order to safely

### operate a UA. The petitioner recognizes the agency is currently defining rules for this aircraft category and news accounts indicate a ruling is expected in or about June 2016. We request the FAA issue a 180 day temporary Airman Certificate which should satisfy the requirement until the agency issues rules on UA, at which point SDLLC would comply with the enacted certification process for sUAS pilots.

Therefore, SDLLC respectfully proposes the following m inimum requirements for the PIC: 1) The petitioner requests consideration of a temporary airman certificate in accordance with §63.13, to afford him time to obtain a private pilot certificate or to allow the FAA time to establish minimum UAS airman certification standards

. 2) The petitioner requests consideration of a special issuance of medical certificate as provided under §67.401. As above, i n lieu of
a valid class III FAA medical certificate, a valid driver’s license as proof of medical clearance until such regulations are authored. 3 ) A minimum 25 hours of total time as a sUAS rotorcraft pilot and at least 10 hours logged as a sUAS pilot with a similar sUAS type (multirotor)

. 4 ) A minimum of 5 hours as sUAS pilot with the make and model of sUAS to be utilized for videography operations under the exemption and 3 take offs and landings in the preceding 90 days.
SDLLC intends to use commercially available sUAS aircraft and components for sUAS. These sUAS systems will be tested for quality & safety before being deployed to the field. The wireless aircraft flight controller and telemetry devices will satisfy FCC compliance standards and certified by the manufacturer. The sUAS is substantially less than 55 pounds fully loaded, carries neither a pilot nor passenger, and operates exclusively within a secured area. We have a routine maintenance schedule to verify that the sUAS will remain in safe and operational condition. Please see Appendix B for Specific Types of sUAS and Appendix C for radio frequency (RF) parameters.
Approval of the commercial operations outlined in this petition presents no national security issue. Petitioner is willing to require its PICs to undergo a background check, including the proposed Transportation Security Administration vetting process, to ensure that

### no national security threat is present. Operation and Certification of Small Unmanned Aircraft, 80 Fed. Reg. 9543 at 9572 (proposed Feb. 23, 2015 (to be codified at 14 C.F.R. Parts 21, 43, 45, et al.).
Notes Regarding: 14 C.F.R. Part 21, Subpart H In accordance with the statutory criteria provided in Section 333 of PL 112-95 in reference to 49 USC 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, we request that this aircraft exemption meets the conditions of Section 333. Therefore, if granted Section 333 relief of 14 CFR part 21, and any associated noise certification and testing requirements of part 36, is not necessary.
Notes Regarding: 14 C.F.R. § 45.23 (b). Marking of the Aircraft Given the size of the sUAV, two-inch lettering will be impossible. UA will be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N-Number) markings in accordance with 14 CFR part 45, Subpart C. Markings will be as large as practicable. In addition, the PIC and VO will keep information related to the sUAS , including the user manual, at the ground control station and affix its N-Number, once obtained from the FAA Registration Office, on the “arms” of the sUAS as large as practicably possible. This exemption provides an equivalent level of safety to 14 C.F.R. 45.11 because the relevant documentation containing the serial number will be at the ground station with the PIC, where it will be useable in case of an emergency, rather than with the sUAS. In addition, the fuselage is marked with “DJI,” the manufacturer of the sUAS.

Notes Regarding: 14 CFR § 91.7(a) Civil Aircraft Airworthiness SDLLC’s request is based on the fact that no airworthiness certificate will be issued for the sUAS. sUAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H. Based on the fact that an airworthiness certificate will not be issued, exemption from §91.7(a) is not necessary.

### Notes Regarding: 14 CFR § 91.9(b)(2) Civil aircraft flight manual, marking & placard c ertifications required The original intent of these regulations was to display an aircraft’s airworthiness, certification, and registration documents so they would be easily available to inspectors and passengers. Based on the FAA Memorandum subject “Interpretation regarding whether certain required documents may be kept at an unmanned aircraft’s control station,” dated August 8, 2014, the requested relief from 14 CFR §§ 91.9(b)(2) and 91.203(a) and (b) is not necessary.
Notes Regarding: §91.109 Flight instruction; Simulated instrument & certain flight tests Small UASs, by their design, do not have fully dual controls. Flight control is accomplished through the use of a remote control unit that communicates with the aircraft via wireless radio communications . Aircraft being considered for use by SDLLC allow the sUAS PIC to place the aircraft into ‘loiter’ mode (fixed altitude stationary hold). In the event of the student losing control, the UAS Instructor can quickly and via alternate equipment (equipment not in the hands of the student) place the aircraft into a mode that then allows the instructor to bring the aircraft back into control and back to the predetermined and/or safe landing location. SDLLC does not describe training scenarios in which a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight instructor or other companydesignated individual, that would require that individual to have fully functioning dual controls. Rather, SDLLC evaluates the qualification of its PICs based on their experience with the UAS to be operated and verifies through testing, in lieu of formalized training. As such, SDLLC does not seek relief from 14 CFR § 91.109.
Notes Regarding: § 14 CFR 91.119(b) r elief from § 14 CFR 91.119(b), operation over congested areas , is not applicable, because SDLLC’s operations will only be conducted within the secured area described herein.


### SDLLC Safety Operations & Procedures Overview The requested exemption will permit the operation of the DJI Phantom 2 Vision+. The Phantom 2 Vision+ is a small, unmanned multirotor aircraft, weighing 2.9 lbs. inclusive of batteries, the propeller guard, and technical payload (camera). This rotorcraft can operate at a speed

### up to 29 knots, but Sloan Digital LLC (SDLLC) will limit the speed to no more than 20 knots. The FAA has previously granted Exemption No. 11138, allowing commercial flight of a Phantom 2 Vision+. Exemption No. 11138 is attached to this petition as appendix E.
Technology Considerations Best-in-class, tried and proven technologies that are in advanced iterations. Software from highly reputable industry partners will include the following features: 1. Auto descent (landing) if communication signal were to be severed. If the sUAS loses communications, the sUAS will have capability to return to a pre-determined location within the security perimeter and land. 2. Auto descent (landing) if battery were to drop lower than nominal level. 3. Flights will be terminated at 30% battery power reserve. 4. Live video for operator gives real-time positioning feedback. PIC can monitor via on-board HD camera from the vehicle's perspective for collision avoidance and to maintain spatial orientation. 5. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or emergencies. 6. On-Screen-Display (OSD) contains operating information to ascertain vehicle health at all times: speed, altitude, number of GPS satellites (when available), heading and voltage. 7. GPS lock supplies for return-to-home (RTH). In the highly unlikely event that Command and Control (C2) link failures occur the vehicle returns automatically to the point of launch. 8. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetric data feed, which downlinks from the aircraft to a ground-based on-screen display. This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to each flight, a zero altitude initiation point will be established and confirmed for accuracy by the pilot. 9. FCC approved telemetry devices manufactured specifically for use with the make and model of this aircraft will be exclusively used.

### Mechanical/Physical 1. We will fly in VMC and VLOS only. The vehicle will always remain in direct VLOS to the pilot, thus eliminating the concern of signal severance (flying behind objects/walls). 2. The sUAS will weigh less than 5 lbs and travel at less than 20 knots. 3. Batteries should far exceed the capacity required for actual flight time. 4. At least one fully charged and properly stored backup battery will be available for all operations. 5. Flights will be operated at an altitude of no more than 200 feet AGL. 6. UA operated under this exemption will be marked in accordance with 14 CFR part 45 or as otherwise authorized by the FAA.

Personnel 1. Visual Observer(s) (VO) to ensure safe operation within envelope and act as a redundant monitor for operator. 2. Radio spectrum analysis for interference on the frequencies utilized for vehicle control/communication. 3. A briefing will be conducted in regard to the planned sUAS operations prior to each day’s activities. It will be mandatory that all personnel who will be performing duties within the boundaries of the safety perimeter be present for this briefing. 4. The operator will obtain the consent of all persons involved in the sUAS operations and ensure that only consenting persons will be allowed within 150 feet of the flight operations. 5. Observer and pilot will at all times be able to communicate by voice. 6. Written and/or oral permission from the relevant property holders and/or agent/representative thereof will be obtained. 7. Pilot and observer will have been trained in operation of UAS generally and received up-to-date information on the particular UAS to be operated. 8. The sUAS team will mark off an area with traffic cones that have a 20 ft. radius, approximately 30 ft. from the operators that will be used as the “home position” for the sUAS to return, no one will be standing in the way of the path. 9. Operations personnel will wear fluorescent and reflective shirts and/ or vests to ensure their safety and identify them to observers.

### Operations 1. The unmanned aircraft (UA) must weigh less than 5 pounds, i ncluding energy source(s) and camera equipment. Operations authorized by this petition of exemption are limited to the following aircraft described in Appendix B. Proposed operations of any other aircraft will require a new petition or a petition amendment to this request. 2. The UA may not be flown at a ground speed exceeding 20 knots. 3. Flights must be operated at an altitude of no more than 200 feet above ground level (AGL), as indicated by the procedures specified in the operator’s manual. All altitudes reported to ATC must be in feet AGL. 4. The UA must be operated within visual line of sight (VLOS) of the Pilot in-Charge (PIC) at all times. This requires the PIC to be able to use human vision unaided by any device other than corrective lenses, as specified on the PIC’s state issued driver’s license or FAA-issued medical certificate. 5. Commercial operations must utilize a visual observer (VO). The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times. 6. The DJI Phantom 2 also has “no fly zones” programmed into it, which will prevent flights in restricted zones. Although SDLLC will take every precaution to avoid flying in airspace other than class G airspace, the preprogrammed “no fly zones” will add an additional level of safety to operations. For further information regarding the DJI’s “no fly zones,” please refer to Appendix B, Section 6.2 of the DJI User Manual, beginning on page 30 of that document. Other than this automated feature of the DJI Phantom 2, the PIC will always fly the sUAS manually. The PIC and VO have tested the sUAS in a variety of weather conditions, including on overcast days and in winds up to 15 knots. The PIC and VO will not fly the sUAS in light rain or snow storms, due to decreased visibility and the potential for water damage to the sUAS. The PIC and VO have also practiced emergency termination procedures by having the sUAS return to home. In the event of an emergency, the PIC will release the joysticks. This will cause the sUAS automatically hover in place and maintain its position and altitude, and the PIC and VO can determine if and when it is safe for the sUAS to return to the home location. During flights, the PIC and the VO will be standing next to each other, in oral communication

### at all times at the ground station. The VO will observe the telemetry data on the linked wireless device and will monitor the images from the camera on same. The VO will direct the PIC if they wish to capture a different angle on the camera. The DJI camera will be recording or taking still images at intervals during the entirety of the flight and is not controlled independently from the ground station, other than by the movement of the sUAS. Flights will be limited to 18 minutes, which is 75% of the total battery life of the DJI Phantom 2. Once the sUAS has landed, the PIC will conduct a post-flight checklist as set out in Appendix D of the SDLLC Operations Manual.

The Flight Operations and Procedures Manual (FOPM) and Pilot’s Log Book included as Appendix D and this petition of exemption must be maintained and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operator’s manual, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operator’s manual. The operator may update or revise its operator’s manual. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The operator must also present updated and revised documents if it petitions for extension or amendment. If the operator determines that any update or revision would affect the basis for which the FAA grants this petition for exemption, then the operator must petition for amendment to their exemption. The FAA’s UAS Integration Office (AFS-80) may be c ontacted if questions arise regarding updates or revisions to the operator’s manual. 7. Prior to each flight the PIC must inspect the UAS to ensure it is in a condition for safe flight. If the inspection reveals a condition that affects the air worthiness of the UAS, the aircraft is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. All maintenance and alterations must be properly documented in the aircraft records. 8. Any UAS that has undergone maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight in accordance with the FOPM. The PIC who conducts the functional test flight must make an entry in the UAS aircraft records (“Remarks”) of the flight.

### The requirements and procedures for a functional test flight and aircraft record entry must be added to the operator’s manual. 9. The operator must follow the manufacturer’s UAS aircraft/ component, maintenance, overhaul, replacement, inspection, and life limit requirements. When unavailable, aircraft maintenance/ component/overhaul, replacement, and inspection/maintenance requirements must be established and identified in the operator’s manual. At a minimum, requirements for the following must be included in the operator’s manual: a. Actuators / Servos; b. Transmission (single rotor); c. Powerplant (motors); d. Propellers; e. Electronic speed controller; f. Batteries; g. Mechanical dynamic components (single rotor); h. Remote command and control; i. Ground control station (if used); and j. Any other components as determined by the operator; 10. The Pilot In Command (PIC) must possess a valid driver’s license in lieu of FAA Medical Certificate, until such requirements are issued for sUAS pilots. Petitioner requests relief from obtaining a Class III Medical as the sUAS carries no crew or passengers, and operational control by the PIC is limited to manual dexterity and maintaining VLOS under VMC. Since Ohio driver’s license testing requires similar standards SDLLC feels this exemption would provide a level of safety at least equal to the existing rule until such time the FAA issues sUAS Medical Certificate requirements. SDLLC will require the PIC to possess a valid Ohio license. 11. Prior to operations conducted for the purpose of real property videography and inspections, the PIC must have accumulated and logged, in a manner consistent with 14 CFR § 61.51(b), a minimum of 25 hours of total time as a UAS rotorcraft pilot and at least 10 hours logged as a UAS pilot with a similar UAS type (multirotor). Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency, and experience-building flights can also be conducted under this petition of exemption to accomplish the required flight cycles and flighttime. During training, proficiency, and experience-

### building flights, all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 12. Prior to operations conducted for the purpose of video imaging/ inspection, the PIC must have accumulated and logged, in a manner consistent with 14 CFR §61.51(b), a minimum of five hours as UAS pilot operating the make and model of UAS to be utilized for operations under the exemption and three take-offs and three landings in the preceding 90 days. Training, proficiency, experience building, and take-off and landing currency flights can be conducted under this petition of exemption to accomplish the required flight time and 90 day currency. During training, proficiency, experience-building, and takeoff and landing currency flights all persons not essential for flight operations are considered nonparticipants, and the PIC must operate the UA with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 13. The UA may not be operated directly over any person, except authorized and consenting personnel, below an altitude that is hazardous to persons or property on the surface in the event of a sUAS failure or emergency. 14. Regarding distance from nonparticipating persons, the operator must ensure that no persons are allowed within 150 feet of the area except those consenting to be involved and necessary for the inspection and imaging operations. This provision may be reduced to no less than 50 feet if it would not adversely affect safety and the Administrator has approved it. For example, an equivalent level of safety may be determined by an aviation safety inspector’s evaluation of the infrastructure inspection area to note terrain features, obstructions, buildings, safety barriers, etc. Such barriers may protect nonparticipating persons (observers, the public, news media, etc.) from debris in the event of an accident. On the day of recording, the flight crew will wear florescent shirts or vests to increase visibility. Prior to an operation, the flight crew will briefly turn on the sUAS to ensure that everything is connected and that the sUAS is in operational condition. Upon arrival at a location for videography or photography, the flight crew will conduct an aerial and ground preflight inspection. The flight crew will then set out traffic cones to designate the aircraft’s “home area,” which will be a circle of approximately 20 feet in diameter to mark the sUAS take-off and landing zone. Sign(s) will be

### conspicuously posted stating, “Caution: Aerial Videography in progress. Stay back 150 feet”. This process is detailed in Appendix D. 15. If the UAS loses communications or loses its GPS signal, the UA must return to a pre-determined location within the security perimeter and land or be recovered in accordance with the operator’s manual. 16. The sUAS must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operator’s manual. 17 . Each sUAS operation must be completed with 30% battery power remaining. 18. Each sUAS operation must have on hand a functional, appropriately sized, safely stored and fully charged secondary battery to be used as/if needed should the primary battery fail or if same has fallen below 30% power remaining. 20. All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N-Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable. 21. The operator must develop procedures to document and maintain a record of the UAS maintenance, preventative maintenance, alterations, status of replacement/overhaul component parts, and the total time in service of the UAS. These procedures must be added to the operator’s log as in Appendix D. 22 . Each UAS operated under this exemption must comply with all manufacturer Safety Bulletin requirements. 23. The preflight inspection section in the operator’s log must be amended to include the following requirement: The preflight inspection must account for all discrepancies, i.e. inoperable components, items, or equipment, not covered in the relevant preflight inspection sections of the operator’s manual. 24. At least three days before scheduled operation, the operator of the UAS affected by this exemption must submit a written Plan of Activities to the local FSDO with jurisdiction over the area of a proposed commercial flight of more than 200 feet AGL. The 3-day notification may be waived with the concurrence of the FSDO. The plan of activities must include at least the following: a. Dates and times for all flights; b. Name and phone number of the operator for the UAS infrastructure inspection operations conducted under this petition of exemption; c. Name and phone number of the person responsible for the on-scene operation of the UAS;

### d. Make, model, and serial or N-number of UAS to be used; e. Name and certificate number of UAS PICs involved in the infrastructure inspection event; f. A statement that the operator has obtained permission from property owners and/or local officials to conduct the event; the list of those who gave permission must be made available to the inspector upon request; g. Signature of exemption-holder or representative; and h. A description of the flight activity, including maps or diagrams of any area, city, town, county, and/or state over which videography or inspection will be conducted and the altitudes essential to accomplish the operation. 25. The documents required under 14 CFR §§ 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the aircraft is operating. These documents must be made available to the Administrator or any law enforcement official upon request. 26 . The UA must remain clear and yield the right of way to all other manned operations and activities at all times (including, but not limited to, ultralight vehicles, parachute activities, hang gliders, etc.). 27 . UAS operations may not be conducted during night, as defined in 14 CFR § 1.1. All operations must be conducted under visual meteorological conditions (VMC). Flights under special visual flight rules (SVFR) are not authorized. 29 . The UAS may not be operated by the PIC from any moving device or vehicle. 28 . The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC. 30 . The UA may not operate in Class B, C, or D airspace without written approval f rom the FAA. The UA may not operate within 5 nautical miles of the geographic center of a non-towered airport as denoted on a current FAA-published aeronautical chart unless a letter of agreement with that airport’s management is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator’s COA. The letter of agreement with the airport management must be made available to the Administrator upon request. 31. Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA’s UAS Integration Office

### (AFS-80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov. Further flight operations may not be conducted until the incident, accident, or transgression is reviewed by AFS-80 and authorization to resume operations is provided. 32. Privacy. There is little concern that the proposed flights will cause invasions of privacy because all flights will occur over private property with the landowner’s/authorized agent’s permission. When the UA is being flown, the onboard cameras will be focused on the specific property and thus turned so as to be facing away from any occupied structures that may be in the area to minimize inadvertent video or still images of uninvolved persons.


### Support for Petition for Exemption In accordance with the procedural requirements of 14 C.F.R. §11.81, Sloan Digital LLC provides the following information.

Contact Information:

Scott J Sloan President Pilot in Charge Sloan Digital LLC 7892 Eagle Crest Court Mason, OH (513) 600-7294 scott@sloansellshomes.com

Madison F Sloan Pilot in Charge Sloan Digital LLC 7892 Eagle Crest Court Mason, OH (513) 600-7294 madison@sloansellshomes.com

### Regulatory Provisions from which SDLLC seeks an Exemption SDLLC believes it may need an exemption from the following provisions to conduct the contemplated operations. In some instances, relief is needed because relief from another provision renders compliance with the regulation at hand infeasible.
333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §6 7.301-.313 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a)(1)&(2) 14 C.F.R. §91.417(a)&(b) SDLLC believes an exemption is only needed from the above-listed regulatory provisions. To the extent that the FAA believes that additional relief is required for SDLLC to conduct the operations described here, we request an exemption from any such regulatory provisions as well. For example, 14 C.F.R. §91.417(a) imposes certain maintenance record keeping requirements “as applicable”. Since none of the underlying requirements (e.g., inspection intervals) can be met and will require an exemption, SDLLC believes a separate exemption should not be required for §91.417(a).


### The Extent of Requested Relief and the Reasons Relief is Needed Section 333 Aircraft Exemption Status Section 333 of the Modernization Act authorizes the FAA to exempt aircraft from the requirement for an airworthiness certificate based on a consideration of the size, weight, speed, operational capability of the particular UAS, as well as its proximity to airports and populated areas. An analysis of these criteria demonstrates that the sUAS operated without an airworthiness certificate in the areas and under the conditions contemplated by SDLLC will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an

### airworthiness certificate without the conditions proposed in this request. The sUAS is less than 55 lbs. fully loaded, carries neither a pilot nor passenger, and operates exclusively within a secured area. Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by the operator and observer. Operations will be conducted in compliance with the FAA and with local public safety requirements to provide security for the area of operation as is now done with imaging and inspection operations. These safety enhancements provide an expanded degree of safety to the inspectors over conventional operations. Lastly, application of these same criteria demonstrates that there is no credible threat to national security posed by the sUAS, due to its size, speed of operation, location of operation, lack of explosive materials and inability to carry a substantial external load. Given the size and limited operating area associated with the aircraft to be utilized by the a pplicant, this meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The Federal Aviation Act (49 U.S.C.§44701 (f)) and Section 333 of the Reform Act both authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of the size, weight, speed, operational capability, and proximity to airports and populated areas of the particular sUAS. In all cases, an analysis of these criteria demonstrates that the UAS operated without an airworthiness certificate, in the restricted environment and under the c onditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

14 C.F.R. 61.113(a) and (b)

. §61.113 Private pilot privileges and limitations: Pilot in command. (a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. (b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employment; and

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

Reason for Relief: SDLLC anticipates using an experienced pilot in command (PIC) to conduct the sUAS operations. While this individual will not hold a private or commercial pilot license(s), the sUAS will not carry property for compensation or hire since they will be used solely to assist in inspection and digital imaging of the client's assets. However, the employees’ operation of the sUAS will not be incidental to their employment with SDLLC, and they will be compensated for such work. Without an exemption, the pilot would be required to hold a commercial pilot certificate under §61.133. However, the risk associated with the contemplated operations is less than the risk posed by a traditional aircraft. The sUAS will fly at altitudes well below the permissible limits for other civil aircraft, eliminating the risk to other aircraft, and within a geographical envelope under the sole control of SDLLC clients. Accordingly, the risk would be limited to SDLLC personnel, who will be appropriately outfitted in safety gear, and SDLLC client’s property on the ground. Requiring a pilot certificate would provide no appreciable safety benefit and would needlessly impose additional regulatory and financial burdens on SDLLC. Because the contemplated operations would not comply with §61.113(b)(1) and none of the other exceptions to paragraph (a) apply, relief is needed from both paragraphs (a) and (b).

14 C.F.R. 6 7.301-.313 §6 7.301 Third-Class Airman Medical Certificate: Eligibility To be eligible for a third-class airman medical certificate, or to remain eligible for a third-class airman medical certificate, a person must meet the requirements of this subpart.

§67.303 Eye. Eye standards for a third-class airman medical certificate are: (a) Distant visual acuity of 20/40 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/40 vision, the person may be eligible only

### on the condition that corrective lenses are worn while exercising the privileges of an airman certificate. (b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses. (c) Ability to perceive those colors necessary for the safe performance of airman duties. (d) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.
§67.305 Ear, nose, throat, and equilibrium. Ear, nose, throat, and equilibrium standards for a third-class airman medical certificate are: (a) The person shall demonstrate acceptable hearing by at least one of the following tests: (1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner. (2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment. (3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969. (b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that— (1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or (2) Interferes with clear and effective speech communication. (c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.
§67.307 Mental. Mental standards for a third-class airman medical certificate are: (a) No established medical history or clinical diagnosis of any of the following: (1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.

### (2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which— (i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or (ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition. (3) A bipolar disorder. (4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section— (i) “Substance” includes: alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and (ii) “Substance dependence” means a condition in which a person isdependent on a substance, other than tobacco or ordinary xanthinecontaining (e.g., caffeine) beverages, as evidenced by— (A) Increased tolerance; (B) Manifestation of withdrawal symptoms; (C) Impaired control of use; or (D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning. (b) No substance abuse within the preceding 2 years defined as: (1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous; (2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or (3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds— (i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or

### (ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges. (c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds— (1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or (2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges
§67.309 Neurologic. Neurologic standards for a third-class airman medical certificate are: (a) No established medical history or clinical diagnosis of any of the following: (1) Epilepsy; (2) A disturbance of consciousness without satisfactory medical explanation of the cause; or (3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause. (b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds— (1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or (2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
§67.311 Cardiovascular. Cardiovascular standards for a third-class airman medical certificate are no established medical history or clinical diagnosis of any of the following: (a) Myocardial infarction; (b) Angina pectoris; (c) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;

### (d) Cardiac valve replacement; (e) Permanent cardiac pacemaker implantation; or (f) Heart replacement.
§67.313 General medical condition. The general medical standards for a third-class airman medical certificate are: (a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control. (b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds— (1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or (2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges. (c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds— (1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or (2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

Reason for Relief: Petitioner requests relief from obtaining a Class III Medical as the sUAS carries no crew or passengers, and operational control by the PIC is limited to manual dexterity and maintaining VLOS. We respectfully offer it is unnecessary for an operator of a UA to go through the process of a full Class III Medical in order to safely operate a UA. §67.305, §67.309, §67.311 are inapplicable as the PIC will always remain at ground level and is never airborne. The risks of an airborne pilot are far greater than a ground-based sUAS PIC and, therefore, medical requirements should be reduced proportionally. SDLLC suggests §67.307 is of less concern to the public than larger aircraft as there is no public danger except to the SDLLC PIC and VO. In addition

### to a very limited flight envelope and a structured “no fly zone” the VO could allow the aircraft to Return to Home (RTH) automatically if there is an issue with the PIC under this provision and that the UAS will automatically RTH as well. The risk of property damage is minimal as the sUAS carries no fuel or payload and weights less than 3 lbs. A state issued driver’s license includes similar tests for vision, dexterity and mental competence as required to operate this type of aircraft. As Ohio driver’s license testing requires similar standards as under §67.303 and §67.313 SDLLC feels this exemption would provide a level of safety at least equal to the existing rule until such time the FAA issues sUAS Medical Certificate requirements. The petitioner requests relief from a Class III Medical under §67.401 (a)(b)(c).

14 C.F.R. 91.119(c) §91.119 Minimum safe altitudes: General. Except when necessary for takeoff or landing, no person may operate
an aircraft below the following altitudes:

... (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.

Reason for Relief: SDLLC submits that the only relief it requires from §91.119 is from the minimum altitudes listed in paragraph (c). Relief is required from paragraph (c) for fixed wing operations because asset evaluation conducted at 500 feet or higher is insufficiently distinct to be meaningful. Since operations at this altitude also pose a heightened risk of collision with another aircraft, safety can only be assured through the grant of an exemption. The anticipated rotorcraft operations should be adequately addressed by paragraph (d) (1). Additionally, relief should not be needed from paragraph (a) because an emergency landing of the aircraft due to a power failure will not create an undue hazard to persons or property on the surface. As noted in the explanation of why an exemption will not adversely affect safety, SDLLC clients have exclusive use of the land over which the sUAS will be operated, and public access is restricted. It also has use of significant portions of land adjacent to the infrastructure and structures that will be the objects of evaluation and recording. SDLLC’s

### Clients tightly control access to land and have the ability to assure that no individuals unassociated with the planned operations are on the affected land. Further, as the bulk of our work involves videography it is artistically preferable that living creatures (i.e. people and pets) remain out of view. As such, the risk of injury is minimal. SDLLC does not contemplate conducting operations over congested areas, insomuch as operations will take place over and an unoccupied easement, unoccupied infrastructure and real estate owned by the client of SDLLC so relief is not requested from paragraph (b).

14 C.F.R. 91.121 §91.121 Altimeter Settings This regulation requires each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.”

Reason for Relief: As the sUAS 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 Manual and Operations checklist, confirming the altitude of the l aunch site shown on the GPS altitude indicator before flight. Altitude information will be provided to the sUAS pilot via a digitally encoded telemetricdata feed, which downlinks from the aircraft to a ground-based onscreen display. This altitude information will be generated by equipment installed on board the aircraft, using GPS triangulation, or digitally encoded barometric altimeter, or radio altimeter, or any combination thereof. Prior to each flight, a zero altitude initiation point will be established and confirmed for accuracy by the pilot as detailed in Appendix D.

14 C.F.R. 91.151 §91.151 Fuel requirements for flight in VFR conditions. (a) No person may begin 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. (b) No person may begin a flight in a rotorcraft 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, to fly after that for at least 20 minutes.

Reason for Relief: Operating the sUAS in a pre-defined area with less than 30 minutes of
reserve fuel does not raise the type of risk contemplated by §91.151, i.e., that an aircraft could run out of fuel in the event it has to be flown to an alternate airport or circle the planned airport in the event of unanticipated conditions. SDLLC does not intend to use the sUAS for point-to-point flights and will not operate the sUAS beyond visual line of sight. Nor will the sUAS require an airport in order to land. Rather, SDLLC will operate the sUAS using pre-planned flight paths (taking into account weather conditions) designed to allow the sUAS to fly to the point of intended landing. As such, there is no need for a time based excess fuel requirement. Rather it should be sufficient to require only as much additional excess flight capacity as necessary to safely land the sUAS. We believe that a 3 0% battery reserve is more than sufficient to meet this objective.
14 C.F.R. 91.405(a), 91.407(a) (1), 14 C.F.R. 91.409(a) (1)&(2) and 14 C.F.R. 91.417(a) & (b) §91.405 Maintenance required. Each owner or operator of an aircraft – (a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter;

§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration. (a) No person may operate any aircraft that has undergone maintenance, rebuilding, or alteration unless – (1) It has been approved for return to service by a person authorized under §43.7 of this chapter;

### §91.409 Inspections. (a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had - (1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter; or (2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.
§91.417 (a) & (b)

Reason for Relief: SDLLC believes that an exemption from these three maintenance requirements is appropriate because the FAA has not developed maintenance standards that would allow an operator to meet the part 91 maintenance requirements. In particular, there are no individuals authorized by the FAA to approve a sUAS for return to service under §91.407(a) or to conduct the initial airworthiness and annual return to service inspections required by §91.409(a). SDLLC will maintain the aircraft as instructed in the owner’s manual and ASTM F2909, where applicable, and will not operate the aircraft until it has reasonably determined that any needed repairs have been made. However, because of the technical impossibility of meeting the requirements of §§91.405(a), 407(a), 409(a) and 417(a)&(b), we believe an exemption from these provisions is appropriate.

### Please do not hesitate to contact us at the phone numbers or via the e-mail addresses provided above should you have any questions or
concerns.
Respectfully submitted,

<signed>

Scott Sloan Sloan Digital LLC

<signed>

Madison Sloan Sloan Digital LLC

### Appendix A Summary for Federal Register Publication
Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal Register should the FAA determine that publication is needed.
Petitioner: Sloan Digital (LLC)

Sections of 14 C.F.R. Affected: 333 Aircraft Exemption Status 14 C.F.R. §61.113(a) and (b) 14 C.F.R. §67.301-.313 14 C.F.R. §91.119(c) 14 C.F.R. §91.121 14 C.F.R. §91.151 14 C.F.R. §91.405(a) 14 C.F.R. §91.407(a) 14 C.F.R. §91.409(a) 14 C.F.R. §91.417(a)&(b)
Description of Relief Sought: Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 C.F.R., 61.113(a)&(b)), 67.301-13, 91.119(c), 91.121, 91.151, 91.405(a), 91.407(a), 91.409(a), and 91.417(a)&(b) to conduct sUAS operations over SDLLC client owned or controlled land, solely during daylight hours, Sloan Digital LLC (SDLLC) is heavilydependent upon the digital imaging of structures, boundaries, right-ofway, infrastructure and other assets/facilities. In general, sUAS operations are intended to be conducted in areas remote from both congested areas and airports. The nature of operations anticipated by SDLLC requires that the sUAS be flown at relatively low altitudes. Petitioner expects that in most instances, the sUAS will be flown less than 50 feet from the highest structure along the path of the sUAS and in no instances will be flown higher than 200 feet above the ground.
Accordingly, the risk of interference with other aircraft is minimal.

### Appendix B Specific type(s), make, and model

#1 - DJI Phantom 2 Vision+
See Attached Flight Manuals: DJI Phantom 2 Vision+ User Manual V1. 6 2014.10
http://download.dji-innovations.com/downloads/ phantom_2_vision_plus/jp/ Phantom_2_Vision_Plus_User_Manual_v1.6_jp.pdf



# Phantom 2 Vision + User Manual V1.6 2014.10

Please read this manual carefully before using the product. Important Safety Notice

Use your Phantom carefully. It contains sensitive electronic components and may be damaged when dropped, crashed or exposed to water. Never fly a damaged Phantom.

Maintenance

Do not open or attempt to repair Phantom by yourself as doing so may cause damage to the Phantom or cause injury. If the Phantom is not operating normally or has come into contact with liquid, contact a DJI authorized dealer or DJI customer service. Learn more at www.dji.com/support

Battery

Never disassemble, pinch, crush, burn, drop or tread on the DJI smart flight battery. Never short or allow the metal contacts on the battery terminal to touch. Do not expose batteries to extreme temperatures. Always use the DJI approved charger to charge the battery. Keep the DJI battery away from children and store it in a cool, dry place.

Please read the Disclaimer before using your Phantom 2 Vision+. 

### Using This Manual Key

Warning Important Hints and Tips References or Definitions
Important

Except when specifically stated, all descriptions in this manual are for Phantom mode, not Naza-M mode.
Before Flight

The following tutorials and manuals have been produced to ensure you to make full use of your Phantom 2 Vision+. (1) Disclaimer(2) Phantom 2 Vision+ Quick Start Guide (3) Phantom 2 Vision+ User Manual

(4) Phantom Pilot Training Guide Watching all the tutorial videos and reading the Disclaimer before flight is recommended. Afterwards, prepare your first flight using the Phantom 2 Vision+ Quick Start Guide. Improve your flying skills in subsequent flights using the Phantom Pilot Training Guide. Refer to this manual for more comprehensive information. Experienced users, particularly those with DJI Phantom 2 Vision experience should skip to the Phantom 2 Vision+ Quick Start Guide to begin preparing for flight.

Watch the Tutorial Videos

Please watch the tutorial videos below to learn how to use Phantom 2 Vision+ correctly and safely. http://www.dji.com/phantom2visionplus/training/ Phantom 2 Vision+ official tutorial videos Download DJI VISION App

Download and install the DJI VISION App. Choose one of the download methods below.

Search "DJI VISION" on the App Store then follow instructions for iOS version. Search "DJI VISION" on Google Play then follow instructions for Android version.

iOS6.1 or above Android 4.0 or above2 © 2014 DJI. All Rights Reserved. 

### Contents

Important Safety Notice 2 Using This Manual
Key 2 Important 2 Before Flight 2 Watch the Tutorial Videos 2 Download DJI VISION App 2
Overview

1 In the Box 5

2 Introduction 6 Assembly and Use
1 Removing Gimbal Clamp 7

. 2 Preparing the Battery 7 2.1 DJI Smart Flight Battery 7 2.2 Usages 8 2.3 Charging the Flight Battery 9 2.4 Battery Installation 10 2.5 Correct Battery Usage Notes 10. 3 Preparing the Phantom 2 Vision+ 11 3.1 Introduction 11 3.2 Built-in Flight Control System 11 FC Assistant Port 11 3.3 LED Flight Indicator Descriptions 12 3.4 3-axial Stabilized Gimbal 12 Anti-drop Kit 13 Micro-SD Slot 13 Gimbal Error Warnings 13 3.5 Camera 14 Lens cap removal 14 Camera Function Buttons 14 Camera Data Port 14 Camera LED Indicator 15

. 4 Attaching the Propellers 15 4.1 Introduction 15 4.2 Assembly 15 4.3 Removing the Propellers 16 4.4 Notes 16

. 5 Preparing the Remote Control 16 5.1 The Remote Control 17

. 5.2 Power on the Remote Control 17

. 5.3 Remote Control Power LED Status Information 17

. 5.4 Battery Level Indicator 17

. 5.5 Antenna Orientation 17

. 5.6 Remote Control Operation 18

. 5.7 Linking the Remote Control and Receiver 19 Linking Procedures 19 Link Indicator 19

. 5.8 Compliance Version Configuration 19

6 Preparing the Range Extender 20Flight
8 Connecting the Camera 24 8.1 Connecting Procedures 24

Wi-Fi Computer Connection Status Description 24

Flight Environment Requirements 25

Preflight Checklist 25 1 Calibrating the Compass 25 1.1Calibration Procedures 25 1.2 When to Recalibrate 26

7
Downloading and Installing the DJI VISION App 22 7.1 Download and Install 22 7.2 Register and Login 23

[1] Register 23 [2] Login 23 [3] Usage tips 23

6.1

6.2

6.3 6.4

Introduction 20 SYSTEM Indicator 20 POWER Indicator 20 Binding Reset Button 20 Using Range Extender 20 Charging the Range Extender 20 Powering on the Range Extender 21 Checking the Battery Level 21 Rename Range Extender SSID 21 Binding the Phantom 2 Vision+ and Range Extender 21

© 2014 DJI. All Rights Reserved. 3

. 2 Starting/Stopping the Motors 26 2.1 Starting Motors 26 2.2 Stopping Motors 26

. 3 Flight Test 26 3.1Take off/Landing Procedures 26 3.2 Video Suggestions and Tips 27

. 4 Failsafe Function 27. 4.1 When Will Failsafe Activate? 27

. 4.2 Failsafe Procedure 27 Failsafe on the DJI VISION App 28

. 4.3 Regaining Control During Failsafe Procedures 28

. 5 Low Battery Level Warning Function 28 Low Battery Level Warning on the DJI VISION App 29

. 6 Flight Limits 30 6.1 Max Height & Radius Limits 30 6.2 Flight Restriction of Restricted Areas 30 6.3 Conditions of Flight Limits 32 6.4 Disclaimer 32

DJI VISION App Usage
1 DJI VISION App Main Menu 32 2 Camera Page 33 [1] Return 33 [2] Camera Pitch Control 33 Normal Mode 33 Accelerometer Sensor Mode 33 [3] Flight Attitude and Radar Function 34 [4] Flight Parameters 34 [5] Wi-Fi Signal Intensity 34 [6] Flight Battery Level 34 [7] Aircraft GPS Status 34 [8] Micro-SD Card Status 34 [9] Range Extender Battery Level 34 [10] Remaining Shots 34 [11] Shutter Button 35 [12] Video Recording Button 35 [13] Camera Settings 35 [14] Hide or Show Flight Parameters 35 3 Camera Settings 35 [1] Capture Mode 35 [2] Photo Size 36 [3] Video Resolution 36 [4] Photo Format 36 [5] Selectable ISO 36 [6] White Balance 36 [7] Exposure Metering 36 [8] Exposure Compensation 37 [9] Sharpness 37 [10] Anti-flicker 37 [11] Restore Defaults 37 [12] Format Micro-SD Card 37
4 Album Page 37 4.1 SD Card Album 37 4.2 Mobile Device Photo Album 38
5 News Page 39
6 Settings Page 39

7 Ground Station 42 7.1 Ground Station GUI 42

7.2 Using Ground Station 43
PC / MAC Assistant
1 Installing Driver and Phantom 2 Vision+ Assistant 45 1.1 Installing and Running on Windows 45 1.2 Installing and Running on Mac OS X 45
2 Using Assistant 46 2.1 Using the Phantom 2 Vision+ Assistant 46 2.2 FirmwareUpgradeofthePhantom2Vision+ 46 2.3 Using the Phantom RC Assistant 47 Appendix1 Rear LED Flight Indicator Status 48 2 Specifications 48 3 Troubleshooting (FAQ) 49

4 © 2014 DJI. All Rights Reserved.

### Overview

The Phantom 2 Vision+ is the next evolution of the Phantom 2 Vision. It features the same App enabled First Person View (FPV), high performance camera, remote camera control and in-flight content sharing, but adds to it a high performance 3- axial camera stabilization system. It is ideal for aerial creativity whether photo or video. In addition, itprovides ground station function which allows users to plan the flight mission and enables aircraft to flight automatically.

FPV: First Person View, see the world from the perspective of the craft and feel a true flying experience.

1 In the Box

Check that all of the following items have been included in your package before use. If anything is missing, please contact your local dealer.

In the Box

NO. Name

. 1 Aircraft

. 2 Propeller Pairs

. 3 Micro-SD Card

. 4 Lens Cap

. 5 Gimbal Clamp

. 6 Prop Wrench

. 7 Remote Control

. 8 AA Batteries

. 9 DJI Smart Flight Battery

. 10 Charger

. 11 Power Cables

. 12 Plug Adaptors. 13 Micro-USB Cable

Picture

Qty. Remarks

1 Integrated gimbal and camera

4 4 with black nut, 4 with grey 1 Inserted in aircraft Micro-SD slot 1 Fixed to camera lens

1 Attached to the gimbal

1 In maintenance packet

Includes attached Phone Holder and Range Extender

4 For Remote Control

1 Inside aircraft

1 110-240V Adaptive

2 GB&CE 2 SAA&BS

For range extender charging and firmware upgrade

1

1

© 2014 DJI. All Rights Reserved. 5Overview

. 14 Manuals 4. 15 Stickers 2

Including: Disclaimer, Phantom Pilot Training Guide, Phantom 2 Vision+ Quick Start Guide, User Manual

Colors: Pink, Blue

In maintenance packet

In maintenance packet

In maintenance packet M3X5(6pcs); M3X8(5pcs)

In maintenance packet

16 Vibration Absorber

19 Landing Pad

2 Introduction

4

2 18 Spare Screws 11

17 Anti-drop Kit

The Phantom 2 Vision+ package includes: Phantom, Camera, Gimbal, Propulsion System, Flight Control System, Remote Control and Wi-Fi Communication System. 5.8 GHz Remote Control Receiver, Flight Control System and 2.4 GHz Wi-Fi Module are inside the Phantom.

Remote Control

5.8GHz 2 sticks, 7 channels

Outside

3-axial Stabilized Gimbal Camera Motors and Props

Working Modes

Phantom-Ready to Fly and Ready to Fly(non-GPS) NAZA-M-GPS, ATTI, Manual and Failsafe

Motor

Inside

Flight Control System 2.4GHz Wi-Fi Module 5.8GHz Receiver Electronic Speed Controls(ESCs)

Propeller

Camera6 © 2014 DJI. All Rights Reserved.

Mobile Device, with DJI VISION App

Mobile Device Holder

Range Extender Aircraft

Remote Control

Gimbal

Figure 1

4Choose between Phantom and Naza-M working modes using Phantom 2 Vision+ Assistant. If using Naza-M mode, please refer to the NAZA-M V2 Quick Start Manual for related instructions.

Phantom: Flight settings will be selected automatically depending on whether 6 or more satellites have been found. This mode allows users to configure the Remote Control and gain values, and use Failsafe and battery levelwarnings. Naza-M: Flight settings will be identical to the Naza-M V2. Users can choose between GPS, Attitude, or Manual mode. They can also access advanced settings including Intelligent Orientation Control (IOC). Rear LED Flight Indicators will display the flight status according to the Naza-M indicator.

Ready to Fly: When 6 or more GPS satellites have been found, the Flight Control System will lock its home point

and Rear LED Flight Indicators will blink a slow green ( ). This mode is ideal for beginners. Ready to Fly (non-GPS): When less than 6 GPS satellites have been found, the Flight Control System will stabilize itself less than in full Ready to Fly mode and will require more skilled flying. Rear LED Flight Indicators will blink a slow yellow ( ). 

### Assembly and Use

Follow the below instructions to prepare for flight. 1 Removing Gimbal Clamp

Pull gimbal clamp in the direction indicated to remove.

Figure 2
2 Preparing the Battery

Ensure all related devices are fully charged before flying the Phantom 2 Vision+.

Device

Remote Control Range Extender Aircraft (including gimbal and

camera) Mobile Device 2.1 DJI Smart Flight Battery

Power supply

2000mAh rechargeable LiPo battery

Charge fully through Micro-USB slot. See Charging the Range Extender (Page 20) for details.

DJI Smart Flight Battery. Fully charge before using the DJI VISION App.

This battery has been specially designed for the Phantom 2 series. It has a battery capacity of 5200mAh, voltage of 11.1V and charge-discharge management functionality. It can only be charged with a DJI charger or Phantom 2 Car Charger.

Smart Flight Battery DJI Charger

Figure 3 Figure 4

To avoid damage to the gimbal, remove Gimbal Clamp before powering up the Phantom.

Attach the Gimbal Clamp during transportation or long term storage to avoid damage.Assembly and Use

Removing Gimbal Clamp / Preparing the Battery

© 2014 DJI. All Rights Reserved. 7Assembly and Use

DJI Smart Flight Battery Functions

(1) Balance Charging (2) Capacity Display (3) Communication(4) Overcharge Protection (5) Over Discharge Protection

(6) Short Circuit Protection (7) Sleep Protection (8) Charging Temperature Detection

Battery Specifications

Type Capacity Charging Environment Temperature Discharging Environment Temperature Charging/Discharging Environment Relative Humidity <80%

Please read the user manual, disclaimer, and battery warnings before use. Users take full responsibility for all operations and usage.
2.2 Usages

Powering on/off

Powering on: Press Circular Power Button once, then press again and hold for 2 seconds to power on. Power Light will go red and Battery Level Indicators will show the current battery level.

Powering off: Press Circular Power Button once, then press again and hold for 2 seconds to turn off. Battery Level Indicators will all go out.

Checking the battery level

Automatically balances the voltage of each battery cell during charging. Displays current battery levels. Communicates with Flight Controller about battery voltage, capacity, current and other relevant information.

Charging stops automatically when battery voltage reaches 12.8V to prevent overcharge damage. Discharging stops automatically when battery voltage reaches 8.4V to prevent over discharge damage.

Automatically cuts power supply when a short circuit is detected. Sleep mode is entered after 10 minutes of inactivity to save power. The battery will charge only when the temperature is between 0°C (32°F) and 40°C (104°F).

Preparing the Battery

Figure 5

LED1 LED2

LED3 LED4

Circular Power Button (Built-in Power Light)

Battery Level Indicators
When the battery is powered off, press the Circular Power Button once. Battery Level Indicators will light up to show battery level. See below for details.Battery Level Indicators will show the current battery level during charging and discharging. The indicators are defined below.

LED is on LED blinks LED is off

8 © 2014 DJI. All Rights Reserved.

LiPo 11.1V, 5200mAh 0°C~40°C - 20°C~50°CDischarging process

LED1 LED2

LED3 LED4Current battery level

87.5%~100%

75%~87.5% 62.5%~75% 50%~62.5% 37.5%~50% 25%~37.5% 12.5%~25% 0%~12.5% <0%

Preparing the Battery

Battery life

When the battery is powered off, press and hold the Circular Power Button for 5 seconds to check battery life. Battery Level Indicators will show light up and the Battery Power Indicators will blink for 10 seconds. All lights will then turn off. For details, please see below.

Battery life

LED1 LED2 LED3 LED4

Current battery life

90%~100%

80%~90% 70%~80% 60%~70% 50%~60% 40%~50% 30%~40% 20%~30% Less than 20%

When batter life reaches 0, it is no longer operational. More battery information is available in the battery tab of the Phantom 2 Vision+ Assistant. 2.3 Charging the Flight Battery

(1) Connect charger to wall socket (100-240V, 50/60Hz, using the Plug Adaptors if necessary).

. (2) Connect battery to charger. If the current capacity of the battery is over 75%, you should turn it on before beginning to charge.

. (3) Battery Level Indicators will display current capacity level as the battery charges.

. (4) Battery is fully charged when Battery Level indicator lights are off. Disconnect the charger and battery when charging is complete.

Figure 6

Assembly and Use

© 2014 DJI. All Rights Reserved. 9Assembly and Use

Charging process

LED1 LED2LED3 LED4

Current battery level

0%~25% 25%~50% 50%~75% 75%~100% Fully charged

The Smart Flight Battery can be charged using an optional Phantom 2 Car Charger. This can charge the battery incar or through 3S-6S Li-Po batteries. Contact your authorized dealer or DJI customer service for details.

Battery should only be charged with the charger provided by DJI. DJI does not take any responsibility for damage caused by third party chargers. If current battery level is over 75%, the battery should be turned on before charging.
2.4 Battery Installation

Push battery into battery compartment according to the below diagram. When you hear a click, the battery has been properly installed.

Figure 7 2.5 Correct Battery Usage Notes

(1) When the battery is turned on, do not connect it to or disconnect it from the Phantom.

. (2) Charge and discharge the battery completely once every 20 charge/discharge cycles. Discharge the battery until there is less than 8% power or until it can no longer be turned on, then recharge it to maximum capacity. This power cycling procedure will optimize the battery.

. (3) For long term storage, place the battery with only a 40~50% charge in a strong battery box. Discharge and charge the battery once every 3 months to keep it in good condition. Charge amount should be varied in these maintenance charges - (40%~50%)—0%—100%—(40%~50%).

. (4) Purchase a new battery after your current battery has been discharged over 300 times. Completely discharge a battery prior to disposal. Please dispose of batteries properly.

. (5) Purchase a new battery if your current battery swells up or is damaged in any way.

. (6) Never recharge or fly with a battery that is swollen or damaged in any way.

. (7) Never charge batteries unattended. Always charge batteries on a non-flammable surface such as concrete andnever near any flammable materials.

. (8) Safety is extremely important. For more information, please see the Disclaimer. Discharging methods: Slow : Place battery in Phantom and turn on. Leave on until there is less than 8% of power left or until the battery can no longer be turned on. See DJI VISION App for battery levels. Motors do not need to be turned on, reducing wear. Fast : Fly the Phantom outdoors until there is less than 8% of power left or until the battery can no longer be turned on.

10 © 2014 DJI. All Rights Reserved.

An incorrectly installed battery may cause Bad contact, Unavailable battery information, Unsafe flight,

Inability to take off.3 Preparing the Phantom 2 Vision+

The Phantom 2 Vision+ is a quadrotor with a built-in Flight Control System with integrated gimbal and camera. It features an FC Assistant Port, Camera Data Port and a specialized battery compartment for its flight battery. All these features make the Phantom 2 Vision+ easy to assemble and configure.3.1 Introduction

. [1] Propeller (P15)

. [ 2 ] Motor

. [ 3 ] Front Sticker

. [ 4 ] Front LED (P12)

. [ 5 ] FC Assistant Port (Micro-USB slot) (P46)

. [ 6 ] Vibration Absorber

. [ 7 ] Camera LED Indicator (P15)

. [ 8 ] Camera Function Button (P14)

. [ 9 ] Anti-drop Kit (P13)

. [ 10 ] 3-axial Stabilized Gimbal (P12)

. [ 11 ] Camera Lens (P14)

. [ 12 ] Rear LED Flight Indicator (P12)

. [ 13 ] DJI Smart Flight Battery (P7)

. [ 14 ] Receiver Antenna (P17)

. [ 15 ] Landing Gear. [ 16 ] Camera Data Port (Micro-USB slot) (P14)

. [ 17 ] Compass (P25)

. [ 18 ] Micro-SD Slot (P13)

[2] [1] [4] [ 3 ]

[6] [ 5 ] [8] [ 7 ]

[9] [10] [11]

[16] [17]

[18]

[13]

[14] [15]

[12]

Figure 8

Figure 9

Figure 10 3.2 Built-in Flight Control System

The Phantom 2 Vision+ is equipped with a DJI Naza-M V2 Flight Control System. This provides incredible ease of use and stability. Pilots can control the Phantom’s movements in many directions, including pitch (forwards and backwards), roll (left and right), elevator (up and down) and yaw (turn left or right). The flight control system also can provide IOC, Failsafe and battery level warnings.

Modules

Flight Controller IMU

GPS & Compass LED Flight Indicators

FC Assistant Port

Functions

Acts as the brains of the complete flight control system, responsible for connecting and controlling all the modules together.

Has a built-in inertial sensor and a barometric altimeter that measures both attitude and altitude.The compass reads geomagnetic information and assists the GPS (Global Position System) to accurately calculate the position and height of the aircraft.

Indicates the status of flight control system.

The flight control system communicates with the PC Assistant through a Micro-USB cable between the Phantom FC Assistant Port and the PC. Users can use Assistant to configure the aircraft and upgrade the Phantom firmware. Please refer to Using the Phantom 2 Vision+ Assistant (Page 46) for details.

Assembly and Use

Preparing the Phantom 2 Vision+

© 2014 DJI. All Rights Reserved. 11Assembly and Use
3.3 LED Flight Indicator DescriptionsLED flight indicators are found at the front and the rear of the Phantom. Front LEDs are for indicating where the nose of the aircraft is. They light up solid red after motors have started spinning. Rear LED Flight Indicators light up to show the aircraft’s current flight status once the flight battery is powered on. For details, please see the below table.

Figure 11

Rear LED Flight Indicators

Red, Green, Yellow flashing in turn

Yellow,Green flashing in turn Slow Green flashing Slow Yellow flashing

Rear LED Flight Indicators

Quick Yellow flashing

Slow Red flashing Quick Red flashing

Three Red flashing off and on — Solidred

Red, Yellow flashing in turn

Normal

Figure 12

Notes

Aircraft cannot take off. More than 6 GPS satellites are found. Less than 6 GPS satellites are found.

Notes

Refer to Failsafe Function (Page27) for details.

DJI VISION App will also show warning message.

Front LEDs

Rear LED Flight Indicators

Power On Self-Test

Warming Up Ready to Fly Ready to Fly (non-GPS)

Abnormal

Remote Control Signal Lost

Preparing the Phantom 2 Vision+Low Battery Level Warning Critical Low Battery Level DJI VISION App will show warning

Warning

Not Stationary or Sensor Bias is too big

Error Compass Needs Calibration

message.
Keep aircraft stationary or perform IMU calibration.

Cannotfly.

Refer to Calibrating the Compass (Page25) to get details.

If a solid red LED indicator appears, connect to the Phantom 2 Vision+ Assistant for details and resolution. This may be caused by:

IMU calibration required: Recalibrate IMU using Assistant. IMU is abnormal: Repair required. Compass is abnormal: Repair required. Remote Control mid-point is set abnormally: Refer to How to solve large margin(s) mid-point error? (Page 49)

3.4 3-axial Stabilized Gimbal

The 3-axial stabilized gimbal of the Phantom 2 Vision+ will power on and self-check each time the flight battery is installed and powered on. Its pitch can be controlled using the DJI VISION App. This gimbal has two working modes, Non-FPV mode and FPV mode, with the Non-FPV mode set as default. This can be configured in Phantom 2 Vision+ Assistant or the DJI VISION App.

12 © 2014 DJI. All Rights Reserved.

Figure 13Gimbal specifications

Control accuracy Controllable range Maximum angular velocity±0.03° Pitch : -90°~0° Pitch : 90°/s

Non-FPV Mode: the gimbal will stabilize across 3-axial for smooth aerial creativity. FPV Mode (First Person View Mode): Gimbal will lock to the movements of the Phantom for a FPV experience.

Anti-drop Kit

The Anti-drop Kit helps keep the gimbal and camera connected to the aircraft. Two have been mounted on delivery. If new ones are required, take the gimbal and press part [ 1 ] through the center hole of the Vibration Absorber the center hole of part [ 2 ] . Lock them together as shown in [ 3 ] . Mounting the Anti-drop Kit diagonally is recommended.

[1]

[2]

[3]

Once part [ 1 ] and part [ 2 ] are connected, the Anti-drop Kit cannot be disconnected and reused.

Micro-SD Slot

With flight battery powered off, make sure the Micro-SD card is inserted correctly into the Micro-SD Slot before taking any photos or recording any video.

The Phantom 2 Vision+ comes with a 4GB Micro-SD card and can support cards up to 32GB. The DJI VISION App may not be able to read some Micro-SD cards. Using the DJI VISION App to reformat new Micro-SD cards is recommended.

Refer to Format Micro-SD Card (Page 37) for details.

Figure 15

Before the aircraft takes off, if a gimbal motor error is detected or the gimbal clamp is not removed, there will be a warning prompt on the camera page of the DJI VISION App. This will disappear after the problem is resolved.

Do not insert or remove Micro-SD card when flight battery is powered on.

Gimbal Error Warnings

Figure 16 Figure 17

Figure 14

Assembly and Use

Preparing the Phantom 2 Vision+

© 2014 DJI. All Rights Reserved. 13Assembly and Use

Remove gimbal clamp before powering on flight battery. Gimbal motor error may occur in these situations: (1) Gimbal is placed on uneven ground. (2) Gimbal has received an excessive external force, e.g. a collision. Please take off from flat, open ground and protect the gimbal afterpowering up. Flying in heavy fog or cloud may make the gimbal wet, leading to a temporary failure. The gimbal will recover when it dries out.

3.5 Camera

The Phantom 2 Vision+ camera powers up when the flight battery has been installed and switched on. Photos and videos can be shot by pressing either the onboard button or the DJI VISION App. For aerial photography it supports burst shots, continuous capture and timed capture, and exports to both Adobe DNG Raw and JPEG. For aerial video, it shoots in full HD at (1080p30/1080i60) and can even shoot 720p60 for internet ready slow motion.

Camera specifications

Sensor Size Pixels

Resolution HD Recording Recording FOV

Lens cap removal

1/2.3” 14 Megapixels

4384 × 3288 1080p30 /1080i60/720p60 110° / 85°

Remove lens cap before use and replace it when shooting is complete to protect the camera lens.

Camera Function Buttons

Capture: Press (hold less than 2 seconds) to take a single capture.

Record: Press (hold more than 2 seconds) to begin recording. Press again to stop.

Camera Data Port

Connect the Camera Data Port to a PC using a Micro-USB cable to copy files to a PC.

Figure 18

Figure 19

Photos and videos can only be copied when the flight battery is powered on.

14 © 2014 DJI. All Rights Reserved.Camera LED Indicator

Camera LED Indicator lights up after the flight battery is powered on. It provides information on the working status of the camera.Camera LED Indicator

Green Solid Slow Green Blink (0.2s on, 1.8s off) Green Blink(0.1s on, 0.3s off, 0.1s on, 1.8s off) Fast Green Blink (0.1s on, 0.3s off) Orange Solid Orange Blink Once (0.2s on, 0.3s off) Orange Blink 3 Times(0.1s on, 0.1s off) Orange Fast Blink (0.1s on, 0.3s off)

Green, Orange (0.2s green, 1.8s orange) Red Solid

Slow Red Blink (0.2s on, 1.8s off) Red Blink Once (0.2s on, 0.3s off) Red Blink 3 Times(0.1s on, 0.1s off) Fast Red Blinks (0.1s on, 0.3s off)

Wi-Fi status

Camera status

Power On; Idle Idle Micro-SD card connected to PC Synchronizing Recording Taking a single picture. Taking 3 or 5 photos per shot Firmware Upgrading Recording Critical error CMOS sensor error Operation failed Micro-SD card error Upgrade error

ON ON ON ON ON ON ON ON ON ON Always use original 9-inch propellers, classified by the

/ / /

/ / / / /

OFF OFF OFF

OFF OFF OFF OFF OFF

Fast Green, Orange and Red Blink (0.1s on, 0.3s off)

/ color of each central nut.
4 Attaching the Propellers

4.1 Introduction Propellers Diagram Assembly LocationFastening/ Un-fastening Instructions
4.2 Assembly

Grey Nut (9450)

Attach to motor without black dot.

Lock: Tighten propeller in this direction. Unlock: Loosen propeller in this direction.

Black Nut (9450 R)

Attach to motor with black dot.

OFF ON ON ON OFF

OFF

Overheated Camera

(1) (Figure 20) Remove warning cards from motors after you have read them.(2) (Figure 21) Spin grey marked propellers clockwise onto unmarked motors and black marked propellers anticlockwise for black marked motors.

Figure 20 Figure 21

Assembly and Use

Attaching the Propellers

© 2014 DJI. All Rights Reserved. 15Assembly and Use

Propellers self tighten during flight. DO NOT use thread locker.Always match marked props with the corresponding motor. Protective gloves are recommended during propeller assembly and removal.
4.3 Removing the Propellers

(Figure 22) Prevent motor rotation using the included wrench or a hand, then remove propeller according to the unfastening instructions.

4.4 Notes

(1) Check that propellers and motors are installed correctly and firmly before every flight.

(2) Ensure that all propellers are in good condition before each flight. DO NOT use any ageing, chipped, or broken propellers.

(3) To avoid injury, STAND CLEAR of and DO NOT touch propellers or motors when they are spinning.

(4) ONLY use original DJI propellers for a better and safer flight experience.

Figure 22

For beginner flyers, Phantom 2 Prop Guards are recommended. Contact your authorized dealer or DJI customer service to purchase if necessary.

Figure 23 5 Preparing the Remote Control

The Phantom 2 Vision+ Remote Control is a wireless communication device using the 5.8GHz frequency band. Remote Control and Phantom are paired before delivery. For upgraded remote control (models: NPVT581, NDJ6 or NRC900), select “Upgrade Version” in Phantom Assistant. For basic remote control (models: PVT581, DJ6 or RC900), select “Basic Version” in Phantom Assistant.

The Remote Control is set to Mode 2 by default. This can be adjusted in the PHANTOM RC Assistant. See Using the PHANTOM RC Assistant (Page 47) for details. You can also adjust the power of your Remote Control according to national regulations. Please refer to Compliance Version Configuration (Page 19).

Compliance Version: The Phantom 2 Vision+ Remote Control is compliant with CE and FCC (see the FCC ID) regulations. Operating Mode: Mode 1 and Mode 2 refer to different channel mappings. Mode 1: The right stick controls throttle.

Mode 2: The left stick controls throttle. The Range Extender and Phone Holder are already mounted on the Remote Control. Twist the Mobile Device

Holder to face outwards and fix it in position for mobile device installation. Large smartphones and tablets are not recommended for the Phone Holder as they do not fit.

Preparing the Remote Control

16 © 2014 DJI. All Rights Reserved.5.1 The Remote Control

Assembly and Use. [ 1 ] Antenna

. [ 2 ] Left Dial

. [ 3 ] Switch S1

. [ 4 ] Switch S2 (Reserved)

. [ 5 ] Right Stick: J1, Roll [left & right], J2, Pitch [front & back]

. [ 6 ] Left Stick: J3, Throttle [up & down], J4, Yaw [rotation]

. [ 7 ] Neck Strap Attachment

. [ 8 ] Power Switch

. [ 9 ] Power Indicator

. [ 10 ] Battery Level Indicator

J4

J1

J3

[1]

[2]

[4]

[6]

[7]

[8]

[9] [11][3] J2 [5]

[10]
Preparing the Remote Control

5.2 Power on the Remote Control

Figure 24

Battery Charge & RC Assistant Port (micro-USB port) [12 ] Training Port (on back)

[12] [ 11 ]

(1) Set S1 and S2 switches to the upper most position and place all sticks in the mid-point. (2) Toggle power switch to the right to switch on. (3) There will be a power on indicator beep. If the remote control is set to be CE compliant, then

there will be one beep, while the FCC compliant version will emit two beeps. The battery level indicator displays the current battery level. The indicator will blink green quickly, indicating the remote control and receiver are linking. Once fully linked, the power indicator will change to a solid green.

If the low voltage warning alert sounds (refer to Remote Control Power LED Status Information (Page 17) for details), please recharge the battery as soon as possible.

Using the incorrect type of charging cable may cause damage. Following long term storage, recharge the battery before use.

5.3 Remote Control Power LED Status Information

Power LED Indicator Sound

— Solid Green None — Solid Red None — Solid Yellow None — Solid Red BB---BB---BB

Quick Red flashing B-B-B...... Slow Green flashing B--B--B......
5.4 Battery Level Indicator

Built-in LiPo Battery: The remote control includes a rechargeable LiPo battery with a capacity of 2000mAh. You can monitor the current battery level using the LED indicators on the front panel of the remote control as the figure shown:

Remote Control Status

Functioning normally.

Charging( remote control is powered off)

Remote control joysticks calibration error, need to be re-calibrate.

Low voltage (from 3.5V-3.53V), recharge the remote control.Critical low voltage (from 3.45V-3.5V). Recharge the remote control immediately.

Alert will sound after 15 minutes of inactivity. It will stop once you start using the remote control.

The remote control will show a blinking LED and sound an alert when the voltage drops below 3.45V, then automatically power off after 3 seconds. This process will repeat even if you power cycle the remote control. If this low voltage warning occurs during flight, the remote control will automatically power off, causing the aircraft to enter Failsafe mode, which cannot be interrupted (refer to Failsafe Function (Page27) for details). It is strongly recommended that you recharge the battery immediately when the 3.45V-3.5V low voltage warning occurs.

5.5 Antenna Orientation

Keep the antennas pointing skyward, perpendicular to the ground for maximum remote control range during flight.

Battery Level Indicator

25% 50% 75% 100%

© 2014 DJI. All Rights Reserved. 17Assembly and Use

Figure 25 5.6 Remote Control OperationThe Remote Control is set to Mode 2 by default.

For maximum range and reliability, Remote Control antenna should point skywards with no obstructions between it and the Phantom. Obstacles may cause Return to Home to trigger. Phone Holder and Range Extender should not block the antenna.
Preparing the Remote Control

18

© 2014 DJI. All Rights Reserved.
Stick Neutral/ mid point: Control sticks of the Remote Control are placed at the central position. Move the Stick: The control stick is pushed away from the central position.

Remote Control (Mode 2)

Aircraft ( indicates nose direction)

Operation details

Vertical movements on the left stick control elevation. Push the stick up to ascend and down to descend. When both sticks are centered the Phantom will hover in place. Push the throttle stick upward beyond the centered (neutral) position to take off. Push the throttle gently to prevent sudden and unexpected elevation.

Horizontal movements on the left stick control the rudder. Push left to rotate counter clock-wise and right for clockwise. If the stick is centered, the Phantom will fly straight.

The more the stick is moved, the faster the Phantom will rotate.

Vertical movements on the right stick control forward and backward pitch. Push up to fly forward and down to fly backward. The Phantom will hover in place if the stick is centered.

Push the stick further for a larger pitch angle (maximum 35 ̊ ) and faster flight.

Horizontal movements on the right stick control left and right pitch. Push left to fly left and right to fly right. The Phantom will hover in place if the stick is centered.

Push the stick further for a larger pitch angle (maximum 35 ̊ ) and faster flight.

Left Dial: Turn the dial to the right, and the camera will shift to point upwards.Turn the dial to the left, and the camera will shift to point downwards. The camera will keep its current position if the dial is static.

The S1 switch is used for compass calibration. Toggle the S1 from position 1 to position 3 and back approximately 5 times to enter into compass calibration mode. In Naza-M mode, the S1 switch is used to switch between control modes and enter compass calibration.

S2 is used to record a Home point manually. After a Home point has been recorded automatically, flipping S2 from position 1 to position 3 and back 5 times (or more) rapidly will move the Home point to the Phantom’s current location. In addition, you can enable Dynamic Home Point feature in DJI VISION App.

In Naza-M working mode, S2 is be used for IOC.

Position 1 Position 2 Position 3

Position 1 Position 2 Position 3In ‘Ready to Fly’ mode, the Phantom will hover when all sticks are released. In ‘Ready to Fly (non-GPS)’ the Phantom will lock its altitude but will not have horizontal positioning. 5.7 Linking the Remote Control and ReceiverA 5.8G receiver is built in to the Phantom 2 Vision+. Its link button and indicator are located on the underside of the phantom, as shown in Figure 26. The Remote Control and the receiver are paired before delivery. Only use this button if you have replaced your Remote Control or receiver.

Linking Procedures

(1) Power off the Remote Control, power on the aircraft. You will see the link indicator blinking red.

. (2) Press the link button with a thin object and hold until the link indicator blinks yellow. Release the link button.

. (3) Power on the Remote Control. Link indicator will switch off, showing that a link has been successfully established.

Link Button & Link Indicator

Link Indicator

Link Indicator

Red flashing Yellow flashing

Description

No signal received. Ready to link.

Next Operation 5.8 Compliance Version Configuration

Figure 26

Switch on the Remote Control or perform a link procedure. Switch on the Remote Control.

As power levels vary between regulators, the Phantom Remote Control’s power output can be adjusted by twisting the CE/FCC Control Knob (Figure 27) on the back of the Remote Control using a flathead screwdriver. For CE compliance, set the Remote Control to CE with a full counterclockwise turn. For FCC compliance, set the Remote Control to FCC with a full clockwise turn. Be sure to follow relevant local regulations.

Compliance can be configured using the PHANTOM RC Assistant. Select CE compliance version in Assistant to set it, or do the same with FCC compliance version.

Figure 27

CE FCC
Turn the CE/FCC Control Knob gently to avoid damage.

CE compliant devices have an effective remote control range of 400 meters in open spaces due to power limitations.

FCC compliant devices have an effective range of 800 meters in open spaces.Watch your flight distance as the Phantom 2 Vision+ will enter Failsafe mode (auto-landing or go home and land) if it flies beyond the relevant range limits.

Always follow local laws and regulations.

It is recommended to use a Φ 2.4mm flathead screwdriver for adjustments.

There is another potentiometer for reserved use.

Assembly and Use

Preparing the Remote Control

© 2014 DJI. All Rights Reserved. 19Assembly and Use
6 Preparing the Range ExtenderThe Phantom 2 Vision+ Range Extender is a wireless communication device that operates within the 2.4 GHz frequency band. It is used to extending the effective range of communication between a Smartphone and the Phantom 2 Vision+. In an open, unobstructed area, the transmission distance can reach up to 700 meters. This can be reduced by trees, buildings and other sources of the same frequency. Before every flight, it is suggested that you ensure the Range Extender is functioning properly; otherwise communication issues between the mobile device and the Phantom 2 Vision+ may occur.

Each Range Extender has a unique MAC address and network name (SSID), details of which are printed on the label as ‘Phantom_XXXXXX’. The ‘XXXXXX’ represents the last 6 letters or numbers of the MAC address for the Range Extender. This can be renamed in the DJI VISION App.

6.1 Introduction

[ 1 ] [ 5 ] [ 2 ] [ 6 ] [3]

[2] POWER Indicator [3] Locking Screw [4] Binding Reset Button [5] Power Switch [6] Charging Port(Micro-USB slot) [7] Mounting Bracket

SYSTEM Indicator

Green flashing Off

Description

Figure 28

Figure 29

SYSTEM Indicator Shows Wi-Fi status of the Range Extender.

POWER Indicator Shows power levels of the Range Extender.

POWER Indicator

Solid green Solid red Solid Yellow

Description

Fully charged. Low voltage alert, re-charge required. Charging.

[ 4 ] [1] SYSTEM Indicator

[7]

Preparing the Range Extender

The Wi-Fi network is functioning normally. The Wi-Fi network is functioning abnormally.If the power indicator is a solid red light, the Ranger Extender may stop working at any moment. Land and recharge as soon as possible.

Binding Reset Button

When the Binding Reset Button is pressed, it will reset and restart the Range Extender. You will need to bind it with the Phantom 2 Vision+ again to recreate its Wi-Fi network. Failure to do so will cause the DJI VISION App to fail to connect with the camera.
6.2 Using Range Extender

Charging the Range Extender

Charge the Range Extender by connecting the charging port to a power supply device such as a PC or a USB charger using a Micro-USB cable. Make sure to charge the Range Extender completely before using it for the first time. This takes 3~4 hours depending on USB power output.

Make sure the Range Extender has enough power before each use.

20 © 2014 DJI. All Rights Reserved.Powering on the Range Extender

(1) Flick the power switch to the ON position. (2) Wait for approximately 30 seconds. The Wi-Fi signal indicator will blink green indicating the Range Extender iscommunicating properly. (3) Keep the Range Extender facing the aircraft during flight for the best communication link.

Power off the Range Extender after every flight to avoid discharging the battery.

Checking the Battery Level

The battery level of the Range Extender can be checked in the camera page of the DJI VISION App as shown below. When the battery level drops to 20% or lower, the battery level icon will go red as a charging reminder.

battery level above 20%, icon is blue battery level under 20%,icon goes red

Figure 30 Figure 31 6.3 Rename Range Extender SSID

Make your Range Extender SSID easier to remember by changing its name.

Figure 32 Figure 33 Figure 34

(1) Tap “Rename SSID of Range Extender” in the Settings page. Enter a new SSID name (e.g. Phantom_Tom) in the textbox.

(2) Tap and you will be asked to enter the last six characters of your MAC address on the Range Extender to confirm the change. The MAC address can be found on the sticker on your Range Extender. If your MAC address is 60:60:1F:60:41:E7, then enter 6041E7.

(3) Tap “OK” to confirm the change. The Range Extender will automatically restart and the App will return to the settings page. Approximately 30 seconds later, the new network name can be found in the Wi-Fi list of your mobile device. Select and connect the renamed network to use the DJI VISION App.
6.4 Binding the Phantom 2 Vision+ and Range Extender

If the connection between the Phantom 2 Vision+ and the Range Extender fails, or one of them needs to be repaired or replaced, a camera and Range Extender binding will need to be performed through the DJI VISION App.

Binding Reset Button

Assembly and Use

Preparing the Range Extender

Figure 35

© 2014 DJI. All Rights Reserved. 21Assembly and Use

(1) Power on the camera and Range Extender. (2) Approximately 30 seconds later, press the Binding Reset Button on the Range Extender with a pin until the SYSTEMIndicator turns off. The Range Extender will then restart automatically. (3) Approximately 30 seconds later, the SYSTEM Indicator will start to blink green, indicating that the Range Extender is

ready for binding. (4) Enable Wi-Fi on your mobile device then select “Phantom_XXXXXX” the (SSIDof your Range Extender) from theWi-Fi

network list. (5) Run the DJI VISION App then tap -> Settings -> General -> Binding (Figure 36). Select ' Scan QR Code' to scan

the camera QR code on the bottom of aircraft (Figure 37). Get the camera SSID (E.g. FC200_xxxxxx) and the MAC address (Figure 38). You can also skip the scan and enter the camera MAC address directly (Figure 39). The MAC address can be found on the camera label.

(6) Tap the tick in the top right corner. The Range Extender should automatically restart. Binding is now complete.

Figure 36

Figure 37 Scan the camera QR code on the bottom of aircraft

Figure 39

Downloading and Installing the DJI VISION App

Figure 38

DO NOT push the Binding Reset Button of the Range Extender unless you are ready to rebind the Range Extender and the camera. This will unbind your camera so you must follow the steps above for rebinding.

If both the Phantom 2 Vision+ and the Range Extender are powered on and working normally, you will be able to find the SSID on the Wi-Fi list of your mobile device.

The QR code is located on the bottom cover of the Phantom 2 Vision+. If you cannot find the QR code, please contact DJI customer service and provide your camera serial number (printed on the label of the camera) so they can generate a new QR code for you. Photographing and saving the QR code is recommended to prevent loss. 7 Downloading and Installing the DJI VISION App

7.1 Download and Install Download DJI VISION App

Download and install the DJI VISION App. Choose one of the download methods below.

Search "DJI VISION" on the App Store then follow instructions for iOS version. Search "DJI VISION" on Google Play then follow instructions for Android version.

iOS6.1 or above Android 4.0 or above

22 © 2014 DJI. All Rights Reserved.Supported mobile devices

iOS (iOS6.1 or above) Recommended: iPhone4S, iPhone5, iPhone5S, iPhone5C, iPod Touch4, iPod Touch5; Available but not recommended: iPad3, iPad4, iPad mini, iPad Air.Android (4.0 or above): Samsung Galaxy S3, S4, Note2, Note3 or mobile devices of similar configuration.

DJI continues to support many mobile devices and any information from users are welcome. Please send any questions or queries to the following mailbox: phantom2vision@dji.com.

The DJI website is regularly updated. Check back often for latest App updates.
7.2 Register and Login

Access the Internet to register and login.

[1] [2]
[1] Register

Figure 40

Figure 41

Figure 42

Tap ‘Register’ to enter the registration page. Fill in your Email and Password information and then tap new account.

to create a

The DJI account works with all DJI Assistant and Apps.

[2] Login Tap ‘Login’ to enter the login page. Fill in your registered Email and Password and then tap

Log in to your account the first time you use the DJI VISION App. Tap “Forgot Password” if you have forgotten your login details.

to login.

[3] Usage tips Useful tips will display when you enter the welcome page. Tap the screen to display the next tip.

[3]

Figure 43

Assembly and Use

Downloading and Installing the DJI VISION App

© 2014 DJI. All Rights Reserved. 23Assembly and Use

Enable the “Tutorial” switch in the Settings page to get hints and tips the first time you use the DJI VISION App. 8 Connecting the CameraFigure 44

Before flight, always connect your smartphone to the Phantom’s Wi-Fi network. This is required for the camera control and FPV. 8.1 Connecting Procedures

Follow these instructions to connect a mobile device to the Phantom 2 Vision+ camera.

(1) Power on the Remote Control and the Range Extender. (2) Power on the Phantom 2 Vision+. (3) Enable the Wi-Fi on your mobile device; wait for about 30 seconds, and then select “Phantom_XXXXXX” fromtheWiFi network list (Figure45). (4) Run the DJI VISION App on your mobile device. When the Wi-Fi Computer Connection status on the App main

menu
goes green, the connection is good (Figure46). (5) Tap the “CAMERA” icon and the DJI VISION App will begin a live camera preview (Figure47). This means everything

Connecting the Camera

is functioning normally.

Enable Wi-Fi

Select Phantom_XXXXXX

Wi-Fi Computer Connection status
Wi-Fi Computer Connection Status Description

Icon

Description

24

© 2014 DJI. All Rights Reserved.
Solid green Solid blue Off

Wi-Fi is connected to the Phantom 2 Vision+. Wi-Fi is connected to another Wi-Fi network, not to the Phantom 2 Vision+. No Wi-Fi connection.

Figure 45

Figure 46

The SSID is unique for each Phantom 2 Vision+ It will appear as Phantom_XXXXXX in your Wi-Fi list. Android users can tap the SSID button on the main page to mobile device Wi-Fi settings directly.

Figure 47

### Flight

Once pre-flight preparation is complete, it is recommended to carry out the tasks in the Phantom Pilot Training Guide to prepare for more complex flight maneuvers and learn to fly safely. Ensure that all flights are carried out in a suitable location.
Flight Environment Requirements

(1) Do not use the aircraft in severe weather conditions. These include wind speed exceeding category 4, snow, rain and smog.

(2) Fly in open fields as high buildings or steel structures may affect the accuracy of the onboard compass. (3) Keep the Phantom away from obstacles, crowds, high voltage power lines, trees or bodies of water when in flight. (4) Reduce the chance of electromagnetic interference by not flying in areas with high levels of electromagnetism,

including base stations or radio transmission towers. (5) The Phantom cannot operate within the polar areas. (6) Do not fly the aircraft within no-fly zones specified by local laws and regulations. Preflight Checklist

(1) Remote Control, smart battery, Range Extender and smartphone are fully charged. (2) Propellers are mounted correctly. (3) Gimbal clamp has been removed. (4) Damping absorbers are in good condition, not broken or worn.

(5) Anti-drop kits have been mounted correctly. (6) Camera lens cap has been removed. (7) Micro-SD card has been inserted if necessary. (8) Gimbal is functioning as normal.

(9) Motors can start and are functioning as normal. (10) DJI VISION App can connect to the camera. 1 Calibrating the Compass

IMPORTANT: Make sure to calibrate the compass in every new flight location. The compass is very sensitive to electromagnetic interference, which can cause abnormal compass data leading to poor flight performance or even flight failure. Regular calibration is required for optimum performance.

DO NOT calibrate your compass where there is a chance of strong magnetic interference, such as magnetite, parking structures, and steel reinforcements underground. DO NOT carry ferromagnetic materials with you during calibration such as keys or cellular phones. DO NOT calibrate beside massive metal objects.

1.1Calibration Procedures

Choose an open space to carry out the following procedures. Watch the Phantom 2 Vision+ quick start video for more details.360°Rotate the aircraft horizontally

Quickly flip the switch S1 Position-1

Position-3

Position-1->Position-3->Position1 Flip 5 times or above, or tap "Compass Calibration" in DJI VISION APP

360°Rotate the aircraft vertically (Nose downward)

Start cali.

LED Flight IndicatorLED Flight Indicator Solid Green

LED Flight Indicator Solid Yellow

Start horizontal calibration

Normal LED

Succeed

Red, Yellow flashing in turn

Start vertical calibration

Position-1

Fail

Position-3

Positon-1->Positon-3 ->Positon1 Flip once

Re-calibrate

Figure 48

© 2014 DJI. All Rights Reserved. 25

Calibrating the CompassFlight

If compass calibration is needed before flight, a prompt will appear on the DJI VISON App’s camera page. It will disappear after successful calibration.1.2 When to Recalibrate

(1) When compass data is abnormal, the rear LED flight indicator will blink red and yellow. (2) Flying in different location to last flight. (3) Mechanical structure of the Phantom has changed, i.e. changed mounting position of the compass. (4) Severe drifting occurs in flight, i.e. Phantom does not fly in straight lines. 2 Starting/Stopping the Motors
2.1 Starting Motors

A Combination Stick Command (CSC) is used to start the motors instead of simply pushing the stick up. Push both sticks to their bottom corners to start the motors. Once the motors have spun up, release both sticks simultaneously. 2.2 Stopping Motors

Figure 49

There are two methods to stop the motors. Method 1: When the Phantom has landed, push the throttle down, then conduct CSC. Motors will stop immediately.

Release both sticks once motors stop. Method 2: When the aircraft has landed, push the throttle down and hold. Motors will stop after 3 seconds.

Starting/Stopping the Motors / Flight Test

[1] [2]

Figure 50

Figure 51

Do not execute CSC during normal flight. This will stop the motors and cause the aircraft to drop without control.

Conduct the CSC as neatly as you can. Release the sticks once motors start/stop. Pull down the throttle stick to descend. The stick will lock into place and the aircraft will descend steadily. Push the throttle stick upward to release throttle lock.
3 Flight Test
3.1Take off/Landing Procedures

(1) Place the Phantom 2 Vision+ on open flat ground with battery indicators facing towards you. (2) Power on the Remote Control and Range Extender, then the Smart Flight Battery. (3) Launch the DJI VISION App and start bind it with your smartphone then enter the camera preview page. (4) Wait until the Rear LED Flight Indicator blinks green. This means it has initialized and is Ready to Fly. If it flashes yellow,

it is in Ready to Fly (non-GPS) mode and will require more careful flight. Execute the CSC command to start motors. (5) Push the throttle up slowly to take off. Refer to Remote Control Operation (Page 18) for more details. (6) Shoot photos and videos using the DJI VISION App. Refer to DJI VISION App Usage (Page 32) for more details. (7) To land, hover over a level surface and gently pull down on the throttle gently to descend. (8) After landing, execute the CSC command or hold the throttle at its lowest position for 3 seconds or more until the

motors stop. (9) Turn off the smart battery, Range Extender and Remote Control.26 © 2014 DJI. All Rights Reserved.

When the Rear LED Flight Indicator blinks yellow rapidly during flight, the aircraft has entered Failsafe mode. Refer to Failsafe Function(Page 27) for details.A low battery level warning is indicated by the Rear LED Flight Indicator blinking red slowly or rapidly during flight. Refer to the Low Battery Level Warning Function(Page 28) for details.

View tutorials about flight for more flight information:www.dji.com/phantom2visionplus/training. Aircraft and battery performance is subject to environmental factors such as air density and temperature. Be very careful when flying 3000 meters (9800 feet) or more above sea level, as battery and aircraft performance may be reduced. 3.2 Video Suggestions and Tips

(1) Work through the check list before each flight. (2) Set the gimbal working mode to Stabilized. (3) Aim to shoot when flying in Ready to Fly only. (4) Always fly in good weather, such as sunny or windless days. (5) Change camera settings to suit you. These include FOV, photo format and exposure compensation. (6) Take flight tests to establish flight routes and scenes.

(7) Push the sticks gently to make aircraft movements stable and smooth.

4 Failsafe Function

The Phantom will enter Failsafe mode when its connection to the Remote Control is lost. The Flight Control System will automatically control the aircraft to return to home and land to prevent injury or damage.

Home Point: When the Phantom enters ‘Ready to Fly’ from the ‘Ready to Fly status (non-GPS)’, the GPS coordinates will be recorded and set as the home point.

When Remote Control signal is lost, the aircraft will return to the recorded home point coordinates and land. Home point coordinates are used to calculate the horizontal distance of the aircraft (shown as “Distance” on the GUI of the DJI VISION App). After successfully record the home point, rear LED flight indicators blink fast green.

Dynamic Home Point: The Home point will be reset to position of the mobile device at specific time intervals.

Enable dynamic home point in DJI Vision app or Phantom 2 Assistant. Dynamic home point is only available to the GPS-enabled mobile device. Turn on GPS and data service to obtain higher accuracy of the mobile device position. Dynamic home point is useful in situations when you are in motion and require a Home point that is different from the takeoff point.

4.1 When Will Failsafe Activate?

(1) The Remote Control is powered off. (2) The Phantom has flown out of effective remote control range. (3) The signal between the Remote Control and the Phantom has been blocked. (4) There is interference causing a signal problem with the Remote Control.

4.2 Failsafe Procedure

Initiating the Failsafe mode from different flying statuses will results in different landing processes.

Ready to Fly(non-GPS) 

### - Automatic landing

The Flight Control System will keep the aircraft level during descent and landing. It may be drift during the descent and landing process.Ready to Fly 

### - Automatic go home and land

The Flight Control System will automatically control the aircraft to fly back to the home point and land.

1 Record Home Point

LED Flight Indicator Yellow flashing Green flashing

4 Signal lost lasts 3s, begin to go home

2 Flying

LED Flight Indicator Green flashing 5 Fly back to home point

3 Remote Control signal lost

LED Flight Indicator Yellow flashing 6 Landing after hovering 15s

LED Flight Indicator

Yellow flashing

Height over home point>20m

Elevate to 20m

20m

Height over home point<=20m
LED Flight Indicator Yellow flashing

LED Flight Indicator

Yellow flashing

Figure 52

© 2014 DJI. All Rights Reserved. 27

Flight

Failsafe FunctionFlight

To ensure the aircraft successful return to home after Failsafe activation, aim to only fly in Ready to Fly mode. The Phantom will automatically descend during the Failsafe process if there are less than 6 GPS satellites detected for more than 20 seconds.Aircraft cannot navigate around vertical obstacles on its return home course during Failsafe. However, you can set return home altitude value in Phantom Assistant to avoid hitting vertical obstacles through DJI Phantom Assistant.

Quickly flipping the S2 switch of the Remote Control from top to bottom 5 times or more will reset the current aircraft position as a new home point. Rear LED flight indicators will blink green rapidly when successful.

Failsafe on the DJI VISION App The DJI VISION App will provide information during Failsafe.

Figure 53 4.3 Regaining Control During Failsafe Procedures

Figure 54

Position-2

Position of Switch S1 How to regain control

Position-1

When the S1 switch is switched to Position-1, toggle the S1 switch to any other position once to regain control. If the Remote Control signal is recovered, control is returned to the pilot.

Position-3
5 Low Battery Level Warning Function

If the DJI smart battery is depleted to a point that may affect the safe return of the aircraft, the low battery level warning notifies users to take action. Users are advised to land the aircraft immediately when they observe these warnings. The thresholds for these warnings are automatically determined based on the current aircraft altitude and its distance from the Home point. Details of the battery level warning are listed below:

28 © 2014 DJI. All Rights Reserved.

Critical Low battery level warning(Red)

Sufficient battery level(Green)

Estimated remaining flight time

Current level warning(Yellow) battery level

Low battery Battery level indicator

Figure 55

Regain control as soon as signal is recovered.

Low Battery Level Warning Function

Battery Level WarningLow battery level warning

Fly the Phantom 2 Vision+ back and land it as soon as possible, then stop the motors and replace the battery.

Remark

Rear LED Flight Indicator

DJI VISION App

Flight Instructions

Flight

Sufficient battery level

Sufficient battery level

Green LED blinks slowly

No message prompts

Operating normally, no specific action neededThe battery power is low. Please land the aircraft.

Red LED blinks slowly.

When “Go-Home” is selected in the Phantom Assistant, this message will appear:

Go Home In 10 Seconds

If you cancel, there may not be enough battery power to return to the home point!

Cancel

Go Home
Tap “Go-home” to have the aircraft return to the Home point and land automatically, or “Cancel” to resume normal flight.

If no action is taken, the aircraft will automatically go home and land after 10 seconds.

Critical Low battery level warningEstimated remaining flight time

N/A

The aircraft must land immediately.

Red LED blinks quickly.

The DJI Vision App screen will flash red and aircraft starts to descend.

The Phantom 2 Vision+ will begin to descend and land automatically.

Estimated remaining flight based on current battery level.

N/A

N/A

Color zones on the battery level indicator reflect estimated remaining flight time and are adjusted automatically, according to the aircraft’s current status. When the critical battery level warning activates and the aircraft is descending to land automatically, you may push the throttle upward to hover the aircraft and navigate it to a more appropriate location for landing.

When these warnings are triggered, please bring the aircraft back to the Home point or land to avoid losing power during flight. Low Battery Level Warning on the DJI VISION App

Battery level warnings will show on the camera page of the DJI VISION App when the battery level is low. (1) A red light will flash along the edges of the app screen. (2) Audiblealarm.Makesuresoundisturnedonandvolumeisturneduponyourmobiledevice. (3) Theaircraftbatteryiconwillturnred.

The aircraft battery icon will turn redFigure 56

© 2014 DJI. All Rights Reserved. 29

Low Battery Level Warning Function

Ready to Fly

Green flashing

Max Height

Flight height must be under the set height.

Warning: Height limit reached.

None.

Ready to Fly(non-GPS)

Yellow flashing

Max Height

Flight height restricted to 120m and under.

Warning: Height limit reached.

None.

Flight

6 Flight Limits

All unmanned aerial vehicle (UAV) operators should abide by all regulations from such organizations as the ICAO (International Civil Aviation Organization) and their own national airspace regulations. For safety reasons, the flightlimits function is enabled by default to help users use this product safely and legally. The flight limits function includes height, distance limits and No Fly Zones.

In Ready to Fly mode, height, distance limits and No Fly Zones work together to manage flight. In Ready to Fly (nonGPS) status, only height limits work and flights cannot go higher than 120m.

Default parameters in Assistant are compliant within the definitions of class G ruled by ICAO. (Refer to Airspace Definition to get more details). As each country has its own rules, make sure to configure these parameters to comply with these rules before flying.
6.1 Max Height & Radius Limits

Max Height & Radius limits flying height and distance. Configuration can be done in the Phantom 2 Vision+ Assistant (Figure 57). Once complete, your Phantom will fly in a restricted cylinder (Figure 58).Max Height

Max Radius

Home Point

Height of aircraft when powered on

Figure 57

Limits

Flight distance must be within the max radius.

Flight Limits

No limits

Figure 58

Max RadiusMax Radius

DJI VISION App

Warning: Distance limit reached.

DJI VISION App

Rear LED flight indicator

Rapid red flashing when close to the max radius limit.

Rear LED flight indicator

If you fly out of the limit, you can still control the Phantom, but cannot fly it further. If the Phantom flies out of the max radius in Ready to Fly (non-GPS) mode, it will fly back within range automatically.
6.2 Flight Restriction of Restricted Areas

Restricted areas include airports worldwide. All restricted areas are listed on the DJI official website at http:// www.dji. com/fly-safe/category-mc. Restricted areas are divided into category A and category B. Category A areas cover major international airport such as LAX and Heathrow, while category B areas includes smaller airports.

30 © 2014 DJI. All Rights Reserved.

Flight LimitsCategory A Safety Zone

(1) The category A “safety zone” is comprised of a small “no-fly zone” and a range of “restricted-altitude zones”. Flight is prevented in the “no-fly zone” but can continue with height restrictions in the restricted-altitude zone.(2) 1.5 miles (2.4 km) around a designated safety zone is a no-fly zone, inside which takeoff is prevented. (3) 1.5 miles (2.4 km) to 5 miles (8 km) around restricted areas are altitude restricted, with maximum altitude going from

35 feet (10.5 m) at 1.5 miles (2.4 km) to 400 feet (120 m) at 5 miles (8 km). (4) A “warning zone” has been set around the safety zone. When you fly within 320 feet (100m) of the safety zone, a

warning message will appear on the DJI Vision app.

Category B Safety Zone

(1) Category B “safety zone” is comprised of a “no-fly zone” and a “warning zone”. (2) 0.6 miles (1 km) around the safety zone is a designated “no-fly zone”. (3) A “warning zone” has been set around the safety zone. When you fly within 0.6 miles (1Km) of this zone, a warning

will appear on the DJI Vision app.

Ready to Fly

Zone No-fly Zone

Restricted-altitude flight zone

Warning zone Free zone

DJI VISION App Notification

Warning: You are in a No-fly zone. Take off prohibited.

Warning: You are in a No-fly zone, automatic landing has begun. (If you are within 1.5 mile radius)

Warning: You are in a restricted zone. Descending to safe altitude. (If you are between the range of 1.5 mile and 5 mile radius) Warning: You are in a restricted zone. Max flight height restricted to between 10.5m and 120m. Fly Cautiously.

Warning: You are approaching a restricted zone, Fly Cautiously.

Rear LED Flight Indicator

Red flashing
Figure 59:Category A

Green flashing

Restriction

Motors will not start.

If the Phantom enters the restricted area in Ready to Fly (non-GPS) mode but Ready to Fly mode activates, the Phantom will automatically descend to land then stop its motors after landing.

If the Phantom enters a restricted area in Ready to Fly (non-GPS) mode and Ready to Fly mode activates, it will descend to a safe altitude and hover 15 feet below the safe altitude.

No flight restriction applies, but there will be warning message.

No restrictions.Figure 60: Category B

None. None.
Semi-automatic descent: All stick commands are available except the throttle stick command during the descent and landing process. Motors will stop automatically after landing. Users must toggle the S1 switch to regain control. This is the same as regaining control during Failsafe. Please refer to Regaining Control During Failsafe Procedure (Page28).

When flying in the safety zone, LED flight indicators will blink red quickly and continue for 3 seconds, then switch to indicate current flying status and continue for 5 seconds at which point it will switch back to red blinking. For safety reasons, please do not fly close to airports, highways, railway stations, railway lines, city centers and other special areas. Try to ensure the aircraft is visible.

© 2014 DJI. All Rights Reserved. 31

Flight

Flight Limits

Phantom mode

Flight Status

Limits of Special Area

Max Height

Max Radius

Ready to Fly

√

√

√

Ready to Fly (non-GPS)

×
√

×

Naza-M mode

Control Mode

number of GPS found

Limits of Special Area

Max Height

Max RadiusGPS

≥ 6

√

√

√

<6

×
√

×

ATTI.

≥ 6

√

√

×

<6

×
√

×

Manual

≥ 6

×

×

×

<6

×

×

×

Icons

DescriptionAlbum

Tap to enter album

News Settings

Tap to enter DJI news Tap to enter App settings

DJI VISION App Usage 6.3 Conditions of Flight Limits

In different working modes and flight modes, flight limits will differ according to number of GPS satellites found. The following table demonstrates all the cases( √ : available; × :unavailable). All flights are restricted by height, distance and special areas simultaneously. The Failsafe and Ground Station operations are not restricted to flight limits, but if Ground Station function is used, the flight will be restricted the special area limits built in to Ground Station. Refer to the Ground Station manual for details.

6.4 Disclaimer

Please ensure that you are up to date with international and domestic airspace rules and regulations before using this product. By using this product, you hereby agree to this disclaimer and signify that you have read this fully. You agree that you are responsible for your own conduct and content while using this product, and for any direct or indirect consequences caused by not following this manual, violating or disregarding other applicable local laws, administrative rules and social habits thereof. 

### DJI VISION App Usage

The DJI VISION App controls the Phantom 2 Vision+ camera including capture, recording, settings and pitch angle. It also displays essential flight information including flight parameters and battery level. 1 DJI VISION App Main MenuAfter logging in you will see the VISION App home screen. This shows current Wi-Fi connection status and the four main features of the App.

Figure 61

Camera Tap to enter camera preview

Checklist Tap to enter preflight checklist.

When using the camera and the SD card album (Page 37), connect your mobile device to the Phantom 2 Vision+ Wi-Fi network. Internet access is required for sharing photos, videos and reading DJI news. If you receive a phone call during a flight, the live camera preview screen may be interrupted. It's recommended to ignore the call and pay attention to your flight.

32 © 2014 DJI. All Rights Reserved.

DJI VISION App Main Menu2 Camera Page

[6] [1]

[2][3] [4]

[5] [7] [8] [9] [10]

[11]

[12] [13] [14]

-Return to the preview page
[2] Camera Pitch Control

-Pitch Control switch is white return to normal.

Normal Mode

Tap up arrow camera pitch.

Accelerometer Sensor Mode

tap once to highlight it to pitch camera upwards and down arrow

Gimbal pitch control (Normal Mode)

Figure 63

and enter Accelerometer Sensor Mode. Tap again to to pitch downwards. Green slider indicates current

Gimbal pitch movement

Figure 64

Figure 62

[ 1 ] Return [ 2 ] Camera Pitch Control [ 3 ] Flight Attitude and Radar Function [ 4 ] Flight Parameters [ 5 ] Wi-Fi Signal Strength [ 6 ] Flight Battery Level [ 7 ] Aircraft GPS Status [ 8 ] Micro-SD Card Status [ 9 ] Range Extender Battery Level [ 10 ] Remaining Shots [ 11 ] Shutter Button [ 12 ] Video Recording Button [ 13 ] Camera Settings [ 14 ] Hide or Show Flight Parameters
[1] Return

The gimbal pitch movement is controlled by moving your mobile device. Pitch forward to pitch camera down and backward to pitch camera up.

Gimbal pitch control (Accelerometer Sensor Mode) Gimbal pitch movement

Figure 65 Figure 66 Figure 67

In Accelerometer Sensor Mode, the pitch angle indicator will show a grey area. When the green pitch indicator is inside the grey area, the camera will move according to pitch gestures. When the indicator reaches the boundary of the grey area, pitch gestures will control the camera’s pitch speed at a constant rate.

DJI VISION App Usage

Camera Page© 2014 DJI. All Rights Reserved. 33

DJI VISION App Usage
[3] Flight Attitude and Radar Function

Flight attitude is indicated by the flight attitude icon. (1) The red arrow shows which direction the Phantom 2 Vision+ is facing. (2) Light blue and dark blue areas indicate pitch. (3) Pitching of the boundary between light blue and dark blue area shows roll angle. (4) An orange circle around the radar indicates that the dynamic home point is not available.

A green circle around the radar indicates that the dynamic home point is available and a new home point has been set.

Figure 68

Tap flight attitude icon to turn on the radar function. Home in the center of the radar and the red icon indicates the Phantom 2 Vision+’s current heading, direction, and approximate distance from home. Tap flight attitude icon again to disable the radar.The current longitude and latitude of the aircraft is displayed on the bottom of the radar.

Aircraft Position Home Point Mobile Device Position

113.94717E

200M 400M 600M 800M

22.54053N

113.94717E

200M

400M 600M 800M22.54053N

Longitude & Latitude

Figure 69 Figure 70

Distance

By default, the center of the radar indicates the home point recorded by the Phantom 2 Vision+. Tap the center of the radar to switch the center to your mobile device's current location. If your mobile device contains a compass, the top portion of the Radar is the direction you are pointing. If not, the radar will be oriented due north.

Distance units are metric in Figure 69 and Figure 70. Users can switch the unit to imperial in the settings page.
[4] Flight Parameters

Tap to set return home (RTH) altitude. Distance: Horizontal distance from home point. Altitude: Vertical distance from home point. Speed: Horizontal flying speed.

Distance value will show as N/A if the Phantom 2 Vision+ is not in “Ready to Fly” mode. [5] Wi-Fi Signal Intensity

Indicates camera is connected to your mobile device and Wi-Fi is working normally. The connection between the camera and mobile device may fail if Wi-Fi signal strength is low. Refer to Phantom 2 Vision+ CONNECTION BROKEN for more information.
[6] Flight Battery Level

Show current flight battery level. When battery level is low and the battery icon turns red it is recommended to fly the aircraft back and land it as soon as possible. Please refer to Low Battery Level Warning Function (Page 28) to get more details.
[7] Aircraft GPS StatusGPS status icon display the number of satellites found by the aircraft. The icon is highlighted when more than 6 satellites are found, allow the Phantom to fly in “Ready to Fly” mode.
[8] Micro-SD Card Status

Displays Micro-SD Card Status. Icon is highlighted when a valid Micro-SD card is inserted. If there is no Micro-SD card present, it is grayed out.
[9] Range Extender Battery Level

Shows current battery level of the Range Extender. Refer to Checking the Battery Level (Page 21) for more details. [10] Remaining Shots

Displays estimated shots remaining, based on the current photo size setting and storage capacity of the Micro-SD card. This shows ‘0’ if: (1) Micro-SD card is not inserted. (2) Micro-SD card is full.

34 © 2014 DJI. All Rights Reserved.

Go-Home Setting Current Altitude

New Altitude Set New Altitude(3) Micro-SD card is damaged. (4) Connection between the DJI VISION App and camera is broken.
[11] Shutter ButtonTap to take photos. Single capture: press once for a single capture. Continuous capture: press once for 3 or 5 captures. Timed capture: press once to begin a timed capture, press again to stop.

Shutter button is disabled during video recording. Capture modes can be reconfigured in camera settings; refer to the Camera Settings (Page35).
[12] Video Recording Button

Start and stop video recording. Tap once to start recording. A red dot will blink to indicate recording is in progress and a time code will appear in the top right corner of the preview screen. Press again to stop recording. [13] Camera Settings

Tap to open the camera settings menu, refer to Camera Settings (Page 35). [14] Hide or Show Flight Parameters

Tap to hide flight parameters. Tap again to show.

Figure 72 3 Camera Settings

[1] [2] [3] [4] [9] [ 5 ] [10] [ 6 ] [11] [7]

Figure 74

Figure 71

[ 1 ] Capture Mode [ 2 ] Photo Size [ 3 ] Video Resolution [ 4 ] Photo Format [ 5 ] ISO [ 6 ] White Balance [ 7 ] Exposure Metering [ 8 ] Exposure Compensation [ 9 ] Sharpness [ 10 ] Anti-flicker [ 11 ] Restore Defaults [ 12 ] Format Micro-SD Card
[1] Capture Mode

[8]

[12]

Figure 75

Single capture.

3 captures.

5 captures.

Configurable timed capture: a) Interval between shots (3~60 s) b) Number of shots (2~254, or number of picture is subject to the capacity of the memory card.)DJI VISION App Usage

Camera Settings

Figure 73

© 2014 DJI. All Rights Reserved. 35

DJI VISION App Usage

Capture Button will change according to the mode selected , , ,
. [2] Photo Size

. [3] Video Resolution

L Large: 4384 x 3288, 4:3, 14.4MP

Medium: 4384 x 2922, 3:2, 12.8MP

S
Small: 4384 x 2466, 16:9, 10.8MP

1920x1080 60i,

16 : 9

1920x1080 30p,

16 : 9

1920x1080 25p,

16 : 9

1280x960 30p,

4:31280x960 25p,

4:3

1280x720 60p,

16 : 9

1280x720 30p,

16 : 9

640x480 30p,

4 : 3(VGA)

Three Field of View (FOV) options are supported when shooting in 1920x1080 60i, 1920x1080 30p and 1920x1080 25p: Medium (110°) and Narrow (85°).
. [4] Photo Format RAW can be edited using the most recent versions of Adobe Camera Raw for Photoshop and Adobe Lightroom.

. [5] Selectable ISO [6] White Balance

[ 7 ] Exposure Metering

Center: The meter concentrates most on the center of the scene. Average: Averages out the light levels for the entire image. This mode is used when the scene has no significant light difference. Spot: Measures a small area in the center of the scene. This mode is used in a high contrast scene where the subject must be accurately exposed.JPEG

JPEG

RAW

RAW The Phantom 2 Vision+ camera shoots in JPEG and RAW file formats simultaneously when this option is selected. See the following table for detailed specifications. JPEG photo size: 4384 × 3288, 4384 × 2922, 4384 × 2466 RAWphoto size: 4384 × 3288, 4384 × 2920, 4384 × 2464

AUTO

100

200

400

AWB (auto white balance)

Sunny

Cloudy

Incandescent lamp

Center

Average

Spot36 © 2014 DJI. All Rights Reserved.[8] Exposure Compensation
[9] Sharpness
[11] Restore Defaults

-2.0(EV) -1.7(EV) -1.3(EV) -1.0(EV) -0.7(EV) -0.3(EV) 0(EV)

Standard Hard Soft

2.0(EV) 1.7(EV) 1.3(EV) 1.0(EV) 0.7(EV) 0.3(EV)
[10] Anti-flicker

Restores all default camera settings. Flight battery restart is needed to allow restoration to take effect.
[12] Format Micro-SD Card

Format the Micro-SD card. All data stored in the Micro-SD card will be lost after formatting. Remember to backup before formatting.
4 Album Page

The DJI VISION App has an SD Card album and a Mobile Device Photo Album. Images and videos on the SD Card album can be synchronized to the Mobile Device Photo Album. In the DJI VISION App, tap to enter into the SD Card album and tap to enter into Mobile Device Photo Album.

SD CARD Album

Mobile Device Photo Album

Figure 76

SD Card album is accessible when the mobile device is connected to Phantom 2 Vision+ Wi-Fi.

4.1 SD Card Album [1] Pictures stored in the camera are presented using Thumbnails.

Tap the corresponding thumbnail to view the picture.

[ 1 ] Photos and videos are listed and grouped by date. [ 2 ] All photos and videos that have been synced to your mobile

device are marked with . [ 3 ] Tap any thumbnail for single view mode. Tap a Photo thumbnail

that hasn’t been synchronized to the mobile device to view the photo. Swipe left or right to view the previous or next photo. Tap on a video thumbnail to play it and view the video length. A progress bar will appear at the bottom of the screen. Tap

to enter single synchronization mode to synchronize a [ 2 ] single photo or video, or to synchronize and play a video at the same time.

[4] [3]
DJI VISION App UsageFigure 77

Anti-flicker 50Hz 60Hz

Album Page

© 2014 DJI. All Rights Reserved. 37DJI VISION App Usage

Figure 82

38 © 2014 DJI. All Rights Reserved.1/74 1/74

Figure 78 Figure 79

[4] Tap the button to enter multiple synchronization mode (as shown in the following diagram). Tap thumbnails to select photos or videos to synchronize to your mobile device (selected thumbnails are marked with a tick). Select one or more groups to be synchronized by checking the box before the group, then tap to start synchronizing. During the synchronization process, users can tap to cancel synchronization. Photos and videos that have been synchronized to the mobile device will remain.

Some mobile devices cannot support the synchronization of 1080i60 video files.

Select a group

Select a single photo or video

[5]

Figure 80

Figure 81

[ 5 ] Tap “Cancel” or “Finished” to exit multiple synchronization mode and return to the SD Card page.

Connect camera data port to a PC via a Micro-USB cable to copy photos or videos on the SD card album from the Micro-SD card to the PC conveniently.

4.2 Mobile Device Photo Album

[2] [3]

[1] [4]

Items Figure 83

Geo-tagged locations

[ 1 ] Browse all synchronized photos and videos in the album. Tap to view selected photos or videos.

[ 2 ] Photos and videos are displayed using thumbnails and sorted by capture time. [ 3 ] Pictures and videos are sorted by captured/recorded geo-tagged locations.

Internet access is required for map downloads.

00:00:07 00:00:22DJI VISION App Usage

[ 4 ] Tap any thumbnail for single view; you can slide left or right to view the previous or next photo. Tap a video thumbnail to play a single video.[ 5 ] Tap

47/54
Figure 84

to share your photos and videos to social networks.

Access to the Internet is required for photo and video sharing.

67/81
Figure 85

00:00:05 00:00:08 5 News Page

View the latest DJI news. (Internet access is required.)

News Page / Settings Page 6 Settings Page

[1] [2] [3] [4]

[5] [6] [7] [8] [9] Dynamic Home Point
[10] [11]

[12]

Current RTH Altitude Battery History Info Figure 88

Figure 89

Figure 90

Figure 86

Figure 87

N/A [13] [14] [15]

When FPV(First Person Vision) mode is

enabled, gimbal roll motion will synchronize [ 16 ]

with the aircraft for a real time FPV experience. When FPV mode is disabled, the gimbal will stabilize across three axes for smooth aerial creativity. This mode is only available on the Phantom 2 Vision+.

GENERAL
[17] [18] [19]

[20] [21] [22]© 2014 DJI. All Rights Reserved. 39

DJI VISION App Usage
[1] Toolbar Auto HideSlide the switch from left to right to enable this function. Toolbar will auto hide on the camera page.

Figure 91: Toolbar Auto Hide Disabled Figure 92: Toolbar Auto Hide Enabled
[2] When Connection Lost

Figure 93 [3] Camera Settings

Stop Recording: Enabled: Stop recording if the Wi-Fi connection between the mobile device and the camera breaks while the camera is recording. Disabled: Keeps recording if the Wi-Fi connection between the mobile device and the camera breaks while the camera is recording.

Select the state the camera will enter in the event of a Wi-Fi Connection break between the mobile device and the camera. Use this function to ensure you can continue don’t miss out on a shot.

iOS users will see an enabled item display in the camera settings toolbar and disabled items will be hidden. This feature is not available on Android.

Settings Page

Figure 94
[ 4 ] Preview Quality

Figure 96

Figure 95

40 © 2014 DJI. All Rights Reserved.

3 items displayed by default
High: 640 x 480@30fps Medium: 640 x 480@15fps Medium: 320 x 240@30fps Low: 320 x 240@15fps (Recommended when there is a lot of interference.)

Enable or disable auto go home feature when battery is low.
[9] Dynamic Home Point

When activated, the Home point will be reset to your current position at specific time intervals. The aircraft will return to the latest Home point as required.
[10] Current RTH Altitude

DJI VISION App Usage. [5] Parameter Unit Select imperial or metric units of measurement.

. [6] Ground Station Slide to the right to enable ground station feature.

. [7] Compass Calibration Tap to calibrate the compass. Do not calibrate the compass during flight.

. [8] Low Battery Auto Go Home

[ 13 ] Rotation Lock

The user interface of the DJI VISION App will rotate if rotation lock is enabled (for iOS device only).
[14] Battery Low Warning

If enabled, an alarm will sound when the battery level is too low.

We recommended adjusting the mobile device volume to the highest level.
[ 15 ] Tutorial

Hints and Tips
[ 16 ] Clear News Cache

Tap to flush news cache.
[17] Binding

In the event that camera and Range Extender binding is lost or an item has been repaired or replaced, binding must be performed using the DJI VISION App. Refer to Binding the Phantom 2 Vision+ and Range Extender (Page 21) for details.
[ 18 ] Rename SSID of Range Extender

Tap to rename the SSID of the Range Extender. Refer to Rename Range Extender SSID (Page 21) for details.

Figure 98Default RTH altitude set to 20m. Raising the RTH altitude above 120m is not recommended.
[11] Battery History Info

Show the battery history warning records.
[12] FPV Mode

Switched on, the gimbal will work in FPV mode. Switched off, the gimbal will work in Stabilize mode. [19] Find My PHANTOM 2 VISIONMy location

Phantom 2 Vision's location [20] Account

Figure 97Tap to see user account information.
. [21] Rate Tap to rate the DJI VISION App. Internet access required. Android App does not include rating.

. [22] About

Tap to see the current version of the DJI VISION App and contact information.

© 2014 DJI. All Rights Reserved. 41

Settings Page

DJI VISION App Usage

7 Ground Station

The DJI Vision app features an integrated ground station function. Using it you can create flight missions by placing waypoints and setting waypoint altitude and overall speed. When flight plan has been created, simply tap “GO” and your aircraft will execute the flight mission automatically. You may also abort the flight mission and bring aircraft home by activating ”GoHome” feature.

Upgrade Phantom firmware to the latest version to enable ground station feature. Refer to “Firmware Upgrade of the Phantom 2 Vision+” (P46) for more information about how to upgrade the firmware.

7.1 Ground Station GUI

[9]

[10][1]

[2]

[3] [4]

[5] [6]

[11] [12] [13] [14]

[15]

[16] [17]

[1] MODE Modes includeAttitude and Radar display. Refer to [3] in “Using the DJI Vision app” for details.

[8] Flight Parameters Flight information display. Refer to [4] in “Using the DJI Vision app” for details.

[9] Back Return to camera GUI.

[10] Home Point Locator Locate your Home point.

[11] Orientation Lock Unlock to sync map orientation with aircraft movement.

[12] Map View Select map view from standard, hybrid or satellite.

[13] Waypoint Tap each waypoint to set altitude.

[14] Delete Delete current waypoint.

[15] Go Home Abort mission, return home and land.

[16] Done Hit “Done” then tap “GO” to begin mission.

[17] Flight Area The aircraft can fly in this area and return to the home point with the current battery level. This area is dependent on the current state of the aircraft and will be refreshed at specific time intervals.

Hover: Hovering Waypoint: Mission in progress GoHome: Returning to home point Take off: Taking off Landing: Landing GPS: GPS flight Atti.: Atti. flight Manual: Manual flight

Ground Station

[2] Approximated Flight Mission Distance Planned mission distance. To achieve optimum battery performance, max mission distance is 5km(3miles).

[3] Speed For flight safety concern, only three gears of flight speed are available. Choose from Fast (8m/ s), Mid(4m/s) and Slow (2m/s) for flight speeds. Estimated 10 minutes flight is achievable when the aircraft travels in “Fast” gear.

[4] Wi-Fi Signal Strength Wi-Fi signal strength display. Refer to [5] in “Using the DJI Vision App” for details.

[5] Battery Level Battery level display. Refer to [6] in “Using the DJI Vision app” for details.

[6] GPS Number of satellites connected. Refer to [7] in “Using the DJI Vision app” for details.[7] Flight Attitude and Radar

42 © 2014 DJI. All Rights Reserved.

[7]

[8]

Figure 997.2 Using Ground Station

Step 1 Launching Ground Station:Enable ground station in the Settings section of the DJI Vision app. A disclaimer for Ground Station will appear. Read this thoroughly before using Ground Station.

Figure 100

Ensure your mobile device has access to the Internet. Due to the map data required, Wi-Fi connection is recommended. Internet access is required to cache the ground station map, if Wi-Fi is unavailable, mobile data service is required. Open the DJI Vision app camera GUI and swipe left to launch ground station(see Figure 101). DJI Vision app cannot connect to your aircraft while it is accessing the Internet. Hence, you may prompt with thewarning message such as “Connection to Phantom Failed”. This message will not appear when your aircraft is reconnected to DJI Vision app. Map data of your current location will load. You can then drag the map to cache nearby areas for future use(see Figure 102).

ft ft Figure 101 Figure 102

Step 2 Setting a Waypoint:

Disconnect from the Internet and connect the DJI Vision app to your aircraft. Check that remote control S1 switch is in

position (position-1) and the upper left corner in ground station display and wait for the aircraft to enter “Ready- toFly” mode (LED indicator blinking green) before swiping left into ground station. Tap on the map to place a waypoint. You can place up to 16 waypoints including the Home point. Waypoints cannot be placed beyond 500m from the Home point or inside No Waypoint Areas.

Figure 103 Figure 104

DJI VISION App Usage

Ground Station

© 2014 DJI. All Rights Reserved. 43DJI VISION App Usage

A circle on the map, as shown in Figure 104, indicates a restricted, No Waypoint area. Waypoints cannot be placed in this area. For more information, refer to “6.2 Flight Restriction of Restricted Areas (P30)”.To achieve the optimal video transmission quality, the aircraft is set to operate within a 500m-radius area from Home point.

Tap on a waypoint to open a waypoint properties window. Slide the white dot right to adjust waypoint altitude. The default altitude is set to 98 feet (30 m) and can be adjusted from 0 to 650 feet (200 m). Tap “OK” to save waypoint

settings. To delete current waypoint, tap

. Modify longitude and latitude value using the input box.

waypoint1

Longitude Latitude

113.94984 22.54074

Height Figure 105

Step 3 Preview a Mission:

Tap “Done” to preview the mission when all waypoints are set. A prompt similar to the one below will appear. This prompt lists all waypoints and their altitudes. The aircraft will fly to each waypoint listed. If there is a difference in altitude between waypoints, the aircraft will adjust its altitude as it flies between points. When ready, tap “GO” to begin mission.

Figure 106

If aircraft is on the ground, the aircraft takes off automatically and ascend 16 feet (5m) then fly to the first waypoint. If aircraft is in the air, the aircraft flies to the first waypoint.

Step 4 Executing Flight Mission

The aircraft flies to each waypoint in numerical order. As it flies, swipe back into the DJI Vision app camera GUI to control camera tilt and capture photos or video. Tap to pause the mission during the flight, and aircraft will then start hovering. Tap to resume mission. If you wish to regain control of the aircraft, toggle the S1 switch on remote control from (Position-1) to either (Position-2) or (Position-3) to discontinue the current mission.

Step 5 Landing

When all waypoints have been visited, the aircraft will return to its Home point and hover. Regain control of the aircraft and land it manually. You may also tap button to initiate “Go Home” procedure. Aircraft will abort current mission, return to Home point and auto land.

Aircraft reacts differently to the “GO” command:

44 © 2014 DJI. All Rights Reserved.

Figure 107 

### PC / MAC Assistant

For better use of the Phantom 2 Vision+, Phantom 2 Vision+ Assistant and Phantom RC Assistant are required. Both run on Windows or Mac OS X operating systems. 1 Installing Driver and Phantom 2 Vision+ Assistant1.1 Installing and Running on Windows

(1) Download the driver installer and Assistant installer (.EXE) from the Phantom 2 Vision+ download page. (2) Connect the Phantom 2 Vision+ to a PC using a Micro-USB cable. (3) Run the driver installer and follow the prompts to finish installation. (4) Run the Assistant installer and follow the prompts to finish installation.

(5) Double click the Phantom 2 Vision+ icon on your desktop to launch Assistant.

Supports Windows XP, Windows 7 and Windows 8 (32 or 64 bit). 1.2 Installing and Running on Mac OS X

(1) Download the Assistant installer (

. DMG) format from the Phantom 2 Vision+ download page. (2) Run the installer and follow the prompts to finish installation.

Figure 108

(3) When launching for the first time, if using Launchpad to run the Phantom 2 Vision+ Assistant, Launchpad will not allow access because Assistant has not been reviewed by the Mac App Store.

Figure 109

(4) Locate the Phantom 2 Vision+ icon in Finder, press Control then click the icon (or right-click the icon using a mouse). Choose Open from the shortcut menu, then click Open in the prompt dialog box to launch.

(5) After the first successful launch, double click the Phantom 2 Vision+ icon as normal to launch using Finder or Launchpad.

Figure 110© 2014 DJI. All Rights Reserved. 45

Installing Driver and Phantom 2 Vision+ AssistantPC / MAC Assistant

DMG installer supports Mac OS X 10.9 or above.Phantom 2 Vision+ Assistant on Mac OS X and Windows are the same. Assistant pages shown in this manual are from the Windows version.
2 Using Assistant

The Phantom 2 Vision+ Assistant is used to configure the flight control system and upgrade firmware. The Phantom RC Assistant is used to configure the Remote Control and upgrade its firmware.
2.1 Using the Phantom 2 Vision+ Assistant

Figure 111

. (1) Power on the PC and the Phantom 2 Vision+. Connect the Phantom 2 Vision+ to the PC with a MicroUSB cable. DO NOT disconnect until configuration is finished.

. (2) Run Phantom 2 Vision+ Assistant and wait for the Phantom 2 Vision+ to connect. Watch the indicators on the bottom of the screen. When connected successfully, the Computer Connection status is and Data Exchange Indicator blinks .

. (3) Choose [Basic] or [Advanced] configuration pages.

. (4) View and check the current configuration in the [View] page.

View configurations RC, Gain Gimbal, Battery, Flight Limits

Data Exchange Indicator Computer Connection status

Figure 112

Function switch between Phantom and Naza-M working modo

Language swap

Account, software version Firmware upgrade IMU calibration

* This image is for reference only. Please refer to the actual user interface.

Using Assistant

Do not enable Naza-M mode before finishing “Advanced Flight Maneuvers” in the "Phantom Pilot Training Guide”.

Enable Phantom mode by tapping the same button if Naza-M mode is enabled. Once changed to Phantom working mode, all parameters will return to factory settings.
2.2 Firmware Upgrade of the Phantom 2 Vision+

(1) Click [Upgrade] icon to check the current firmware version and whether the installed firmware is the latest version. If not, click links to upgrade.(2) Wait until the Assistant shows “finished”. Click OK and power cycle the Phantom 2 Vision+ after 5 seconds. Once complete, firmware is up to date.

46 © 2014 DJI. All Rights Reserved.Firmware upgradable items Current firmware version

Upgrade link

* This image is for reference only. Please refer to the actual user interface.

Figure 113

An internet connection is required to upgrade the Phantom 2 Vision+ firmware. DO NOT power off until the upgrade is finished. If the firmware upgrade fails,p the Flight Controller will enter a waiting for firmware upgrade status automatically. If this happens, repeat the above procedures.

Firmware upgradable items: (1)Flight Controller (2)GPS (3)5.8G Receiver (4) Main Board (P330CB) (5)Battery (6) Gimbal IMU 2.3 Using the Phantom RC Assistant

Use the Phantom 2 Vision+ Assistant to install PHANTOM RC Assistant on your Windows PC or Mac, and then follow the below steps to configure the Remote Control.

Figure 114

(1) Turn off the Remote Control and find its Micro-USB slot. (2) Power on PC and Remote Control then connect Remote Control to the PC with a Micro-USB cable. DO NOT

disconnect until configuration is finished. (3) Run the PHANTOM RC Assistant and wait for the Remote Control to connect to Assistant. Watch the indicators

on the bottom left of the screen. When connected successfully, the Computer Connection status is Exchange Indicator blinks .

and Data

(4) Finish configuration in the [Main] page. (5) Finish upgrade in the [Info] page if necessary.

Main page

Data Exchange Indicator Computer Connection status

Language swap

Firmware upgrade, Account, Software version

Figure 115

*This image is for reference only. Please refer to the actual user interface.

PC / MAC Assistant

Using Assistant

© 2014 DJI. All Rights Reserved. 47

Rear LED Flight Indicators(Red, Green, Yellow flashes in turn)

(Green, Yellow flashes in turn) (Slow Green flashes)

Normal status

Power On Self-Test

Warming Up Ready to Fly

(Slow Yellow flashes)

Rear LED Flight Indicators

(Quick Yellow flashes)

Ready to Fly (non-GPS)

Abnormal status

Remote Control Signal Lost

(Slow Red flashes) Quick Red flashes)

(

(Three Red flashes off and on) —— (Solid red)

Low Battery Level Warning Critical Low Battery Level Warning

Not Stationary or Sensor Bias is too big Error*

(Red, Yellow flashes in turn)

Compass Needs Calibration

Aircraft

Weight (Battery & Propellers included) Recommend payload Maximum payload1242g ≤ 1300g 1350g

Max Yaw Angular Velocity

200°/s

Max Ascent / Descent Speed

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

Motor Diagonal Length

350mm

3-axial stabilized Gimbal

Control Accuracy

±0.03°

Maximum Angular Speed

Pitch : 90°/s

Camera

Sensor Size

1/2.3”

Resolution

4384 × 3288

Recording FOV

110° / 85° 

### Appendix 1 Rear LED Flight Indicator Status*You can learn more about error by connecting the Phantom 2 Vision+ to the Assistant. 2 Specifications

Supported Battery

Hovering Accuracy (Ready to Fly) Max Tiltable Angle Max Flight Speed

Working Current Controllable Range

Operating Environment Temperature Effective Pixels HD Recording

DJI 5200mAh Li-Po Battery

Vertical: 0.8m; Horizontal: 2.5m 35° 15m/s (Not Recommended)

Static : 750mA; Dynamic : 900mA Pitch : - 90° - 0°

0°C - 40°C 14 Megapixels 1080p30 /1080i60

48 © 2014 DJI. All Rights Reserved.

Appendix

Operating Frequency Receiver Sensitivity (1%PER) Working Current/Voltage

Operating Frequency Transmitting Power 3 Troubleshooting (FAQ)

5.728 GHz - 5.85 GHz -93dBm 120mA@3.7V2412MHz - 2462MHz 20dBm

Appendix

Remote Control

Communication Distance (open area)

CE Compliance: 400m; FCC Compliance: 800m

Transmitting Power (EIRP)

CE Compliance: 25mW; FCC Compliance: 100mW

Battery

2000mAh rechargeable LiPo battery

Range Extender

Communication Distance (open area)

500m - 700m

Power Consumption

2W

3.1 How to solve large margin(s) mid-point error?

If the Remote Control stick(s) mid-point margin of error is too big, the motors will fail to start when you execute the CSC and the Phantom will not take off. The below are some possible fixes for this.(1) One of the Remote Control’s stick positions (except the throttle stick) is not centered when powering on the Phantom

2 Vision+. Solution: Place all Remote Control sticks at their mid-point positions and then power cycle the Phantom 2 Vision+ to re-record the mid-point.

(2) The Remote Control sticks have been trimmed, leading to a deviation in the mid-point position. Solution: Use Assistant to perform a Remote Control calibration. a) Connect to Assistant, tap Basic -> RC -> Command Sticks Calibration and push all Remote Control sticks through

their complete travel range to see if any stick cannot reach its outermost position. b) Power cycle the Phantom 2 Vision+. Power cycling is required. c) Re-attempt Remote Control calibration in Assistant.

If the above solutions do not solve your issue, please send your Remote Control to DJI Customer service for repair.
3.2 How to restore a video file if power is turned off during a recording session?

Solution: Keep or place the Micro-SD card back into the camera. Power cycle the camera and wait about 30 seconds for the video file to be restored.
3.3 Failure to acquire the SSID.

Solution: Double check whether both the camera and Range Extender are powered on and the power switch of the camera is switched to “Wi-Fi ON.”
3.4 What to do if Phantom 2 Vision+ is out of sight and the Wi-Fi connections is lost?

Solution: Turn off the Remote Control to trigger the Failsafe mode and the aircraft will start to fly back, descend, and land at the Home point. Please make sure there are no obstacles between the Phantom and the home point and that you are familiar with the procedure for regaining control.

3.5 Wi-Fi connection fails all the time.

Solution: Double check the current Wi-Fi connection status of the mobile device. The mobile device may be connecting to other Wi-Fi networks after a connection breaks with the Phantom 2 Vision+.
3.6 Files fail to synchronize.

Solution: Video files that are too large (file sizes close to 4GB) cannot be synchronized to the mobile device. Some mobile devices do not support the synchronization of the 1080i60 video files.

© 2014 DJI. All Rights Reserved. 49

AppendixAppendix 3.7 iOS Albums fail to synchronize.Solution: Reset the settings of your mobile device as illustrated below. Enable the Settings -> Private -> Photos -> DJI VISION. Otherwise Albums will fail to synchronize with your mobile device.

Figure 116 Figure 117 Figure 118

3.8 Failure to share.

Solution: Make sure your mobile device has access to the Internet. 3.9 Some Android devices have a problem connecting to the Phantom 2 Vision+ Wi-Fi Extender.

Solution: Some Android devices do not allow for both a Wi-Fi connection and a mobile data connection at the same time. When trying to connect to the Phantom 2 Vision+ Wi-Fi network, most devices will check whether an Internet connection has a certain Wi-Fi setting enabled, e.g. Auto network switch or Test for Internet connection. If no Internet connection is found because the Phantom 2 Vision+ creates a non-routable connection it will drop the Phantom 2 Vision+ Wi- Fi network connection and scan for the next available connection. Example: For the Samsung Note 3, carry out the following procedures to solve this issue. Tap Settings -> Wi-Fi, and then tap the “Menu” button. Select “Advanced” then uncheck the “Auto network switch”. You might see a warning that indicates the Internet connection is unstable this message can be ignored.
3.10 App tips for mobile devices.

Solution: If using the App on multiple mobile devices turn off the App on the first mobile device then turn it on the second one to ensure normal functions on the second mobile device.
3.11 How to land the aircraft more smoothly?

Solution: First pull the throttle stick position down to lower than 5%, then execute the CSC command to stop the motors. 3.12 Why is the discharge time of a battery not zero when unused?

Solution: A battery aging test is performed prior to delivery which affects the discharge time of the new battery. This is why the discharge time of a new battery is not zero. The battery is okay to use.
3.13 Do I need extra hardware to utilize ground station?

Solution: No extra hardware is required.
3.14 Does ground station support caching map data offline?

Solution: Yes, user can cache map data in ground station for future use.
3.15 What if I accidently exit DJI Vision App in ground station mode?

If DJI Vision App is closed when aircraft is executing flight mission, aircraft continues with the remaining flight mission. If DJI Vision App is closed and failed to re-connect with aircraft within 1 minute, aircraft returns home point automatically.

Appendix

50 © 2014 DJI. All Rights Reserved.User manual is subject to change without prior notice. www.dji.com/support

<end of manual>

### Appendix C DJI Phantom 2 Vision+ Model PV331
Specifications

AC/Airframe: S/N PH645274217

Motor S/N: None
RC/Flight Control System: S/N PH645274217

SSID Range Extender

3-Axial Stabilized Gimbal 1080p30/1080i60 Camera Takeoff Weight 2.9 lbs
Category Land
Hovering Accuracy 0.8m V, 2.5m H
Max Yaw Angular Velocity 200 deg/s
Max Tiltable Angle 35 deg
Max Ascent/Descent Speed Ascent: 6m/s Descent: 2m/s Battery (DC Motor) DJI 5200mAh Li-Pro

Operating Frequency 5.728-5.85GHz

Communication Distance CE Compliance 400m; FCC Compliance 100mW
Working Voltage 120mA @ 3.7V
Battery 2000mAh Rechargeable LiPo

Operating Frequency 5.728-5.85GHz
Communication Distance (open area) 500-700m
Transmitting Power 20dBm
Power Consumption 2W

### iOS D DJI iOSD app, which allows live telemetry to be displayed on the video monitor, including the battery level and flight data through use of a tablet computer or smartphone.

### Appendix D Please see the attached Confidential & Proprietary: SDDLLC Flight Operation & Procedures Manual (FOPM) and Pilot’s Log Book

PRE-ARRIVAL CHECKLIST & LOAD-IN

1. AC/RC firmware updated 2. AC visual inspection for defects, cracks, fissures 3. Primary and Backup battery at full charge 4. ATO issued COA to operate if mission is equal to or <5NM of tower; <3NM field with ILS; <2NM field without ILS; <2NM of a Heliport. 5. Check for NOTAMs and TFRs of operational area via https:// app.airmap.io 6. FX check of operational area via https://skyvector.com 7. Check current Weather in operational area:

8. Formatted Micro SD card 9. Fully charged tablet/smartphone 10. Safety Kit (safety shirts/vests, cones, signage) 11. Spare rotor blades Precipitation chance <20%
Winds <15kts Cloud ceiling 500’> Visibility 1 mile > KP (UAV) index <5 No ops within one hour of sunrise/set

### ON SITE CHECKLIST

1 . Remove case and place on level surface 2 . Check distance to nearest airport and/or controlled airspace using smartphone app 4. Contact tower of field if <5 NM 5. Inform tower / CTAF of UAS ops, location, and max height AGL of flight 6. Wear fluorescent shirts/vests 7. Establish 20’ radius Landing Zone (LZ) using safety cones 8. Post warning signs 9. Establish Ground Control Station at least 30’ from LZ and 150’ from warning sign(s).

GROUND CONTROL STATION PREFLIGHT CHECKLIST
1. Visually survey ops area with VO for trees, overhead lines, hazards 2. Remove transmitter, Router - On 3. Transmitter - On 4. Toggle Switches - Full Up 5. Video Monitor - On 6. Remove UAS from case 7. Props hand tight - Check 8 . Gimbal Lock & Lens Cap - Removed 9 . Micro-SD card - Inserted. 10. UAS Battery - Inserted 11. Compass/GPS - Calibrated 12. Place UAS in clear, safe and marked (with cones) LZ 13 . UAS Battery - On 14 . Wifi Connection to Monitor - Verified 15 . DJI Application - Load 16. DJI A pplication - Connect to Camera 17 . Camera - Full Up 18. Satellite Connections (16 optimal) - Verified 19 . Charge Levels - Safe for Flight 20. Video Recording - Start 21. Check home point (RTH) is centered in LZ - Verified 22. Check Elevation is 0 AGL - Verify 23. Set maximum flight altitude to 200’ AGL - Verified 25. Takeoff - To hover

### PRE MISSION CHECKLIST

1. Hold at 10 (ten) feet AGL and maintain 2. Full operation of directional controls - Verified 3. Callout to VO to confirm operational area is clear - Verified



### **GO MISSION **

PRE-LANDING CHECKLIST
1. Camera - Full Up 2. Video Capture - Stop 3. Callout to VO to confirm L Z is safe- Clear

BATTERY SWAP/RETURN TO FLIGHT CHECKLIST

1. Touchdown 2. Disarm Controller- Safe 3. Battery - Remove & Replace 4. Wifi Connection to Monitor - Verified 5. DJI application - Connect to Camera 6. Arm Controller- On 7. Callout to VO to confirm Operational area is clear - Verified 8. Takeoff

END OF FLIGHT OPERATIONS CHECKLIST

1. Callout to VO to confirm LZ is safe - Clear 2. LZ Touchdown 1. Battery - Off 2. Transmitter - Off 3. Router - Off 4. If required, Notify Tower/CTAF - End of Ops

COMPREHENSIVE MAINTENENCE 200 flight cycles or 50 hours and recorded in Pilot’s Log Book

### SDLLC Pilot’s Log Book

Legend
Date Date of flight (mm/dd/yy)
AC UAS N-Number or last 4 digits S/N Area of Ops (Operations) Street address, location or coordinates
Remarks Endorsements, NOTAMs, COAs, Maintenance, etc. (NOTE: Upon maintenance, PIC will note and detail outcome of Functional Flight Test.)
VO Visual Observer present (check box) Start, End, Total (h) Flight start and end times (local); Total in hours (hh:mm) Type of Piloting Time Training/Commercial/Non-Commercial in hours I hereby certify this log to be true and correct to the best of my knowledge,

_________________________________________ Operator/Pilot in Charge UAS Pilot’s Logbook

Flight Time Type of Piloting Time

Date AC Area of Ops Remarks VO Start End Total (h) Training Comm Non-Comm

TOTAL THIS PAGE

FORWARDED TOTAL

TOTAL TO DATE

### Appendix E FAA Exemption No. 11138 

## In the matter of the petition of
**DOUGLAS TRUDEAU, REALTOR®** for an exemption from Part 21; and §§ 45.23(b); 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) & (b); 91.405(a); 91.407(a) (1); 91.409(a)(2); and 91.417(a) & (b) of Title 14, Code of Federal Regulations **Regulatory Docket No. FAA-2014-0481** Exemption No. 11138

UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION WASHINGTON, DC 20591

**GRANT OF EXEMPTION** By letter dated July 12, 2014, Mr. Douglas Trudeau, Realtor®, of Tierra Antigua Realty (Trudeau), 1650 E River Road, Suite 202, Tucson, AZ 85718 petitioned the Federal Aviation Administration (FAA) for an exemption from part 21, subpart H; and Sections 45.23(b), 61.113(a) and (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) and (b) of Title 14, Code of Federal Regulations (14 CFR). The proposed exemption would allow Trudeau to operate the PHANTOM 2 Vision+ quad-copter unmanned aircraft system (UAS) to conduct aerial videography and cinematography to enhance academic community awareness for those individuals and companies unfamiliar with the

## geographical layout of the metro Tucson area and augment real estate listing videos. **The petitioner requests relief from the following regulations:** Part 21 prescribes the procedural requirements for issuing and changing design approvals, productions approvals, airworthiness certificates, and airworthiness approvals.

AFS-14-373-E Section 45.23(b) prescribes that 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 provisionally certificated aircraft, the operator must also display on that aircraft near each entrance to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the words “limited,” “restricted,” “light-sport,” “experimental,” or “provisional,” as applicable. Section 61.113(a) and (b) prescribes that— (a) no person who holds a private pilot certificate may act as a pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft. (b) a private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if: (1) The flight is only incidental to that business or employment; and (2) The aircraft does not carry passengers or property for compensation or hire. Section 91.7(a) prescribes that no person may operate a civil aircraft unless it is in an airworthy condition.

## Section 91.7(b) prescribes that the pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight and that the PIC shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur. Section 91.9(b)(2) prohibits operation of U.S.-registered civil aircraft unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof. Section 91.103(b) prescribes that a pilot shall for any flight, become familiar with runway lengths at airports of intended use, and takeoff and landing distance information. Section 91.109(a) prescribes, in pertinent part, that no person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. Section 91.119 prescribes that, except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:

. (a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

. (b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.

. (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to

## any person, vessel, vehicle, or structure.

. (d) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface— . (1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provided each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and

. (2) A powered parachute or weight-shift-control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section.

Section 91.121 requires, in pertinent part, each person operating an aircraft to maintain cruising altitude by reference to an altimeter that is set “...to the elevation of the departure airport or an appropriate altimeter setting available before departure.” Section 91.151(a) prescribes that no person may begin 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 [emphasis added]. Section 91.203(a) prohibits, in pertinent part, any person from operating a civil aircraft unless it has within it (1) an appropriate and current airworthiness certificate; and (2) an effective U.S. registration certificate issued to its owner or, for operation within the United States, the second copy of the Aircraft registration Application as provided for in § 47.31(c). Section 91.203(b) prescribes, in pertinent part, that no person may operate a civil aircraft unless the airworthiness certificate or a special

## flight authorization issued under § 91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew. Section 91.405(a) requires, in pertinent part, that an aircraft operator or owner shall have that aircraft inspected as prescribed in subpart E of the same part and shall, between required inspections, except as provided in paragraph (c) of the same section, have discrepancies repaired as prescribed in part 43 of the chapter. Section 91.407(a)(1) prohibits, in pertinent part, any person from operating an aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless it has been approved for return to service by a person authorized under § 43.7 of the same chapter. Section 91.409(a)(2) prescribes, in pertinent part, that no person may operate an aircraft unless, within the preceding 12 calendar months, it has had an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. Section 91.417(a) and (b) prescribes, in pertinent part, that— (a) Each registered owner or operator shall keep the following records for the periods specified in paragraph (b) of this section: (1) Records of the maintenance, preventive maintenance, and alteration and records of the 100-hour, annual, progressive, and other required or approved inspections, as appropriate, for each aircraft (including the airframe) and each engine, propeller, rotor, and appliance of an aircraft. The records must include— (i) A description (or reference to data acceptable to the Administrator) of the work performed; and (ii) The date of completion of the work performed; and (iii) The signature, and certificate number of the person approving the aircraft for return to service.

## (2) Records containing the following information: (i) The total time in service of the airframe, each engine, each propeller, and each rotor. (ii) The current status of life-limited parts of each airframe, engine, propeller, rotor, and appliance. (iii) The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. (iv) The current inspection status of the aircraft, including the time since the last inspection required by the inspection program under which the aircraft and its appliances are maintained. (v) The current status of applicable airworthiness directives (AD) and safety directives including, for each, the method of compliance, the AD or safety directive number and revision date. If the AD or safety directive involves recurring action, the time and date when the next action is required. (vi) Copies of the forms prescribed by § 43.9(d) of this chapter for each major alteration to the airframe and currently installed engines, rotors, propellers, and appliances. (b) The owner or operator shall retain the following records for the periods prescribed: (1) The records specified in paragraph (a)(1) of this section shall be retained until the work is repeated or superseded by other work or for 1 year after the work is performed. (2) The records specified in paragraph (a)(2) of this section shall be retained and transferred with the aircraft at the time the aircraft is sold. (3) A list of defects furnished to a registered owner or operator under § 43.11 of this chapter shall be retained until the defects are repaired and the aircraft is approved for return to service.

## The petitioner supports his request with the following information: The petitioner has provided the following information – contained in his petition and supporting documentation including: 1) Supplemental Response for Petition, 2) PHANTOM Flying Flow Chart V1.0 (Simplified Version), PHANTOM Quick Start Manual v1.7, PHANTOM Advanced Manual v.1.4, 3) PHANTOM 2 Vision+ User Manual 4) restricted areas map, 5) personal protocols and controls, and 6) Safety/ Flight Manual (all hereinafter referred to as operating documents). The FAA has organized the petitioner’s information into four sections: 1) the unmanned aircraft system (UAS), 2) the UAS Pilot In Command (PIC), 3) the UAS operating parameters and 4) Public Interest. Unmanned Aircraft System The petitioner states he plans to operate a UAS, the PHANTOM 2 Vision+, which is comprised of an unmanned aircraft (UA or PHANTOM) and a transportable ground station. The PHANTOM is referred to as a quad-copter with a maximum gross weight of about 3 pounds. It is equipped with four rotors that are driven by electric motors powered by batteries. The UA has a maximum airspeed of 30 knots. Petitioner plans to attach a small ultra-lightweight GoPro 3+ camera to his UA and operate the UA over various areas near Tucson, Arizona to enhance academic community awareness and augment real estate listing videos. Petitioner makes the following representations of operational enhancements which he proposes to abide by to ensure this exemption will provide a level of safety at least equal to existing rules: • He will only operate in reasonably safe environments that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas; and

• He will conduct extensive preflight inspections and protocols, during which safety carries primary importance. The petitioner states that given the size, weight, speed, and limited

## operating area associated with the aircraft to be utilized by him, an exemption from 14 CFR part 21, Subpart H (Airworthiness Certificates) and § 91.203 (a) and (b) (Certifications required), subject to certain conditions and limitations, is warranted and meets the requirements for an equivalent level of safety under 14 CFR part 11 and Section 333 of P.L. 112-95 (Section 333). Petitioner requests an exemption from § 45.23 Marking of the aircraft because his UA will not have a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, he states that two-inch lettering is difficult to place on such a small aircraft with dimensions smaller than the minimal lettering requirement. Regardless of this, petitioner states that he will mark his UAS in the largest possible lettering by placing the word “Experimental” on its fuselage as required by § 45.29(f) so that he or anyone assisting him as a spotter will see the markings. The petitioner states that an exemption from §§ 91.405(a), 91.407(a)(1), 91.409(a)(2) and 91.417(a) and (b) Maintenance inspections may be required and should be granted since they only apply to aircraft with an airworthiness certificate. However, the petitioner states as a safety precaution he will perform a preflight inspection of his UAS before each flight as outlined in his operating documents. UAS Pilot in Command (PIC) The petitioner asserts that under § 61.113 (a) and (b) private pilots are limited to non- commercial operations, however he can achieve an equivalent level of safety as achieved by current regulations because his UAS does not carry any pilots or passengers. Further, he states that, while helpful, a pilot license will not ensure remote control piloting skills. He further indicates that the risks of operating a UAS are far less than the risk levels inherent in the commercial activities outlined in 14 CFR part 61, et seq., thus he requests an exemption from § 61.113 Private Pilot Privileges and Limitations: Pilot in command. Regarding UAS operational training, the petitioner states he has flown numerous practice flights in remote areas as a hobbyist

## simulating flights for future commercial use to gain familiarization with the characteristics of his UAS’ performance under different temperature and weather conditions. He further states that he practices computerized simulated flights to maintain adequate skills and response reflex time.
In a supplemental request to the FAA, the petitioner requests consideration of a 120 day temporary airman certificate in accordance with § 63.13, to allow him time to obtain a private pilot certificate or to allow the FAA time to establish minimum UAS airman certification standards. UAS Operating Parameters The petitioner states that he will abide by the following additional operating conditions under this exemption: • operate his UAS below 300 feet and within a radius distance of 1000 feet from the controller to both aid in direct line of sight visual observation; 1



## • operate the UAS for 3-7 minutes per flight;

• land his UAS prior to the manufacturer’s recommended minimum level of battery power;

• operate his UAS only within visual line of sight (VLOS);

• use the UAS’ global positioning system (GPS) flight safety feature whereby it hovers and then slowly lands if communication with the remote control

## pilot is lost;

• conduct all operations under his own personal and flight safety protocols (including posting a warning sign reading: “Attention Aerial Photography in Progress – Remain Back 150 feet”) contained in the operating documents and will actively analyze flight data and other sources of information to constantly update and enhance his safety protocols;

• contact respective airports if operations will be within 5 miles to advise them of his estimated flight time, flight duration, elevation of flight and other pertinent information;

• always obtain all necessary permissions prior to operation; and

• have procedures in place to abort flights in the event of safety breaches or potential danger. Petitioner states that § 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. The petitioner asserts that since there is currently no certificate applicable to his operation, this regulation is inapplicable. Petitioner states that § 91.9(b)(2) requires an aircraft flight manual in the aircraft, however since there are no pilots or passengers on board his aircraft and given its size, this regulation is inapplicable. He further indicates an equivalent level of safety will be achieved by maintaining a safety/flight manual with the UAS ground station.

1 

### As specified in Douglas Trudeau Supplementary Information No. 2

## Although petitioner requests an exemption from § 91.103(b) Preflight action , he provides no information supporting his request. Similarly, the petitioner requests an exemption from § 91.109 Flight instruction; simulated instrument flight and certain flight test, and provides no information indicating how safety will be maintained if an exemption to this section is granted. Petitioner states that § 91.119 prescribes safe altitudes for the operation of civil aircraft, but that it allows helicopters to be operated at lower altitudes in certain conditions. Petitioner states he will not operate his UAS above the altitude of 300 feet above ground level (AGL) and will also only operate in safe areas away from the public and traffic, thus “providing a level of safety at least equivalent to or below those in relation to minimum safe altitudes.” The petitioner asserts that given the size, weight, maneuverability, and speed of his UAS, an equivalent or higher level of safety will be achieved. Petitioner indicates that § 91.121 Altimeter settings is inapplicable since he UAS utilizes electronic GPS with a barometric sensor. While petitioner requests an exemption from § 91.151(a) Fuel requirements for flight in VFR conditions , he provides no information supporting his request for this exemption.

Public Interest The petitioner states that aerial videography for geographical awareness and for real estate marketing has been around for a long time through manned fixed wing aircraft and helicopters, but for small business owners, its expense has been cost-prohibitive. Granting this exemption to the petitioner would allow him to provide this service at a much lower cost. Further, the petitioner indicates his small UAS will pose no threat to the public given its small size and lack of combustible fuel when compared to larger manned aircraft. The petitioner also states that the operation of his UAS will minimize ecological damage and promote

## economic growth by providing information to companies looking to relocate or build in the Tucson metro area.

**Discussion of Public Comments:** A summary of the petition was published in the Federal Register on August 8, 2014 (79 FR 46500). The petition received five comments. During the comment period, the petitioner submitted supplemental information in response to several of the comments. Of the five comments received, including four from trade organizations and one submitted by an individual, three raised concerns with the petition and one was specifically opposed. The other two supported the petition. Three trade organizations submitted letters expressing various concerns with the petition for exemption, including the Air Line Pilots Association International (ALPA), the National Agricultural Aviation Association (NAAA), and the United States Hang Gliding & Paragliding Association (USHPA). ALPA expressed concern regarding certain conditions outlined in Trudeau’s petition. ALPA noted that the proposed operations will be for “compensation or hire,” and believes the UAS pilot must hold at least a current FAA Commercial Pilot Certificate with an appropriate categoryand class rating for the type of aircraft being flown and a current secondclass airman medical certificate. ALPA also noted that this is the requirement for compensation or hire operations in the National Airspace System (NAS) today. NAAA and USHPA raised similar concerns on pilot qualification. NAAA and USHPA asserted that the operator should hold a pilot certificate and be thoroughly familiar with the limitations of manned aircraft flight. NAAA further stated that requirements for UAS pilot licensing should be developed along with other rigorous rules and qualifications to ensure safe integration of the unmanned aircraft into the NAS. The Small UAV Coalition (Coalition) disagreed with ALPA, NAAA and USHPA, asserting that a pilot

## certification should not be required for small unmanned operations such as the petitioner’s. The FAA has carefully reviewed the concerns expressed in these comments and the discussion regarding knowledge, training, and medical certification required by holders of both private and commercial pilot certificates. Additional details are available in the ensuing analysis of this issue with regard to 14 CFR part 61. ALPA stated that the petitioner asserts that although he plans to fly below 300 feet above the surface and will generally not operate near populated areas, he also states he plans to survey real estate development which ALPA believes are by definition populated areas. ALPA also stated that the petitioner’s area of operations as outlined in his exhibits show he would be within the airport traffic area of both Tucson International Airport and Davis-Monthan AFB. ALPA also raised concerns about whether the petitioner’s UAS’ barometric sensor will enable him to accurately address his altitude restrictions. ALPA also asserted that processes or mitigations, such as redundant control capability, fail-safe systems, and backups, and specific, validated procedures for system and equipment failures, must be in place to ensure the aircraft and its control system(s) operate to the same level of safety as other aircraft operated commercially in the NAS. NAAA stated commercial UAS should have to receive airworthiness certification by the FAA to ensure they can safely operate in the NAS without posing a hazard to persons or property. ALPA commented that command and control (C2) link failures are one of the most common failures on a UAS, and that lost link mitigations should require safe modes to prevent UA fly-away or other scenarios. If lost-link occurs, mitigations like auto-hover, auto-land, return- to-home and geo-fencing boundary protection must be incorporated into the navigation and control systems for the UAS to safely land or re-establish C2. The FAA agrees and carefully examined the proposed operation to ensure that the vehicle design and the petitioner’s supporting

## documentation addressed potential hazards related to C2 failure. The FAA finds that the UAS to be operated by Trudeau has sufficient design features to address these hazards. Further detail is contained in the analysis of the UAS below. Regarding use of the NAS, ALPA noted there must be means to ensure the UA remains within the defined airspace and to ensure the hazard of other aircraft intruding on the operation is mitigated. ALPA stated given the absence of an onboard pilot, the means to meet the requirements to “see and avoid” must be specified. ALPA also expressed concern, stating that “because the waiver request is not for a specific operation but rather for all operations of the same general type, the FAA’s oversight task is considerably increased.” Per the conditions and limitations below, the FAA has prescribed operator, pilot and notification requirements to ensure that appropriate oversight can occur. The FAA agrees and has required specific conditions and limitations outlined below related to the use of a visual observer, that the pilot be a current FAA certificated private pilot and that a notice-to-airmen (NOTAM) be issued prior to operations. NAAA stated that it represents the interests of small business ownersand pilots licensed as commercial applicators and ensuring safe lowlevel airspace includes minimizing obstructions which are difficult to be seen and identified by the pilots. NAAA members operate in low- level airspace, and clear low-level airspace is vital to the safety of these operators. NAAA stated that seeing and avoiding other aircraft and hazardous obstructions is the backbone for agricultural safety, and agricultural pilots depend on pilots of other aircraft to perform their see and avoid functions needed to prevent collisions. NAAA believes that UA operations at low altitudes will increase the potential of collision hazards with agricultural aircraft. NAAA requested that operators of UAS develop ways of making the presence of UAS known to VFR air traffic if they are to be integrated into the NAS and, for areas with less UAS activity, recommended a procedure for issuing NOTAMs when they are present.

## The FAA agrees and has incorporated this into the conditions and limitations of this exemption. NAAA’s notification concerns are also addressed by the conditions and limitations that will require an Air Traffic Organization issued Certificate of Waiver or Authorization (COA) to address airspace requirements and notification. Further detail is contained in the analysis of the UAS operating parameters below. NAAA proposed UAS comply with 13 measures similar to those presented by the North Dakota Agricultural Aviation Association to the North Dakota Department of Commerce, the organization awarded the North Dakota UAS test site. The FAA believes the limitations under which the petitioner will operate (i.e. VLOS and at or below 300 feet AGL) and the UAS emergency procedures as outlined in the petitioner’s supplemental documentation are sufficient mitigations to this risk so that the operations will not adversely affect safety. Further, the FAA addressed additional concerns raised by NAAA by adding operating conditions and limitations regarding operations in the proximity of airports, stand-off distance fromclouds, altitude restrictions, and operating distance from nonparticipating persons. Further detail is contained in the analysis of the UAS operating parameters below. The USHPA also raised concerns about the identification marking regulations as well as the petitioner’s need to coordinate his operations with airports and comply with local and state notification regulations associated with his type of activity. Commenter James Lee wrote in support of Trudeau’s petition, so long as he does not fly higher than 200 feet within a quarter mile from an airport or any flight path or flight operation and never flies above 400 feet AGL.

The FAA considered USHPA’s and Mr. Lee’s concerns and included conditions and limitations to address these issues as outlined below. Lastly, the Small UAV Coalition submitted extensive comments supporting the petition. These included suggestions that the FAA: apply regulations differently to small UAVs versus those in the air transport

## category, not require all seven factors outlined in Section 333 as a prerequisite for every exemption (i.e. beyond visual line of sight (VLOS); weight; size, altitude, airspace, geographic area, and proposed technology), and consider Trudeau’s safety protocols including his posting of signs warning of flights as sufficient to enable operations in populated areas. Regarding use in the NAS, the Small UAV Coalition stated, in part, that the FAA's safety evaluation of UAV operations should not hinge on the type of operation (i.e. public, commercial, recreational or philanthropic) rather operational risks and steps that can be taken to eliminate or reduce such risks. The Small UAV Coalition also commended the petitioner for developing a “Personal Protocols and Controls” document that details how he will contact any airport within a 5 mile radius in advance of his proposed UAV operation. **The FAA's analysis is as follows:** Unmanned aircraft system (UAS) The petitioner requested relief from 14 CFR part 21, Certification procedures for products and parts. In accordance with the statutory criteria provided in Section 333 of P.L. 112-95 in reference to 49 USC § 44704, and in consideration of the size, weight, speed, and limited operating area associated with the aircraft and its operation, the Secretary of Transportation has determined that this aircraft meets the conditions of Section 333. Therefore, the FAA finds that the requested relief from 14 CFR part 21, and any associated noise certification and testing requirements of part 36, is not necessary. Manned aircraft conducting aerial filming and photography can weigh 5,000 lbs. or more, are operated by an onboard pilot and may carry other onboard crewmembers, as well as 100 gallons or more of fuel. The petitioner’s UA weighs less than 3 lbs. The pilot and crew will be remotely located from the aircraft. The limited weight reduces the potential for harm to persons or damage to property in the event of an incident or accident. The risk to an onboard pilot and crew during an incident or accident is eliminated with the use of a UAS for the proposed operation.

## Manned aircraft are at risk of fuel spillage and fire in the event of an incident or accident. The Phantom 2 Vision+ carries no fuel, and therefore the risk of fire following an incident or accident due to fuel spillage is eliminated. This exemption does not require an electronic means to monitor and communicate with other aircraft, such as transponders or sense and avoid technology. Rather the FAA is mitigating the risk of these operations by placing limits on altitude, requiring stand-off distance from clouds, permitting daytime operations only, and requiring that the UA be operated within VLOS and yield right of way to all manned operations. Additionally, the exemption provides that the operator will request a notice to airmen (NOTAM) prior to operations to alert other users of the NAS. These mitigations address concerns raised by NAAA and ALPA regarding awareness of UAS operations occurring in the airspace The petitioner’s UAS has the capability to operate safely afterexperiencing certain in-flight contingencies or failures and uses an autopilot system to maintain UAS stability and control. The UAS is also able to respond to a loss of GPS or a lost-link event with pre-coordinated automated flight maneuvers. These safety features provide an equivalent level of safety compared to a manned aircraft holding a restricted airworthiness certificate performing a similar operation and address concerns raised by ALPA and NAAA. Regarding the petitioner’s requested relief from 14 CFR 45.23(b), Display of marks, the petitioner requests this relief under the assumption that marking with the word “experimental” will be required as a condition of a grant of exemption. However, this marking is reserved for aircraft that are issued experimental certificates under 14 CFR 21.191. The petitioner’s UAS will not be certificated under § 21.191, and therefore the “experimental” marking is not required. Since the petitioner’s UAS will not be certificated under § 21.191, a grant of exemption for § 45.23(b) is not necessary.

## Regarding the petitioner’s requested relief from 14 CFR 91.405(a), Maintenance required , 91.407(a)(1), Operation after maintenance, preventive maintenance, rebuilding, or alteration, 91.409(a)(2), Inspections, and 91.417(a) and (b), Maintenance records , the FAA has determined that relief from § 91.409(a)(1) is also necessary because it is an alternate inspection requirement of § 91.409(a)(2). The petitioner proposes to inspect and ensure that the UAS is in a condition for safe flight. Therefore, the FAA finds that adherence to the petitioner’s operating documents and the conditions and limitations below, describing the requirements for maintenance, inspection, and record keeping, are sufficient to ensure that safety is not adversely affected. Accordingly, the FAA finds that exemption from 14 CFR 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b) is warranted. Pilot In Command (PIC) of the UAS Regarding the petitioner’s requested relief from 14 CFR 61.113(a) and (b), Private pilot privileges and limitations, the petitioner requested regulatory relief to operate his UAS without an FAA-certificated pilot. In support of his request, the petitioner states that “while helpful, a pilot license will not ensure remote control piloting skills.” However, the FAA does not possess the authority to exempt the petitioner from the statutory requirement to hold an airman certificate, as prescribed in 49 USC § 44711. 2 

## Although Section 333 provides limited statutory flexibility relative to 49 USC § 44704 for the purposes of airworthiness certification, it does not provide similar flexibility relative to other sections of Title 49. Unlike operations pursuant to public COAs, the FAA is also requiring a pilot certificate for UAS operations for two reasons, the first of which is to satisfy the statutory requirements as stated above. The second is because pilots holding an FAA issued private or commercial pilot certificate are subject to the security screening by the Department of Homeland Security that certificated airmen undergo. As previously

## determined by the Secretary of Transportation, the requirement to have an airman certificate ameliorates security concerns over civil UAS operations conducted in accordance with Section 333. Given these grounds, the FAA must determine the appropriate level of pilot certification for the petitioner’s proposed operation. Under current regulations, civil operations for compensation or hire require a PIC holding a commercial pilot certificate per 14 CFR part 61. Based on the private pilot limitations in accordance with pertinent parts of 14 CFR 61.113(a) and (b), a pilot holding a private pilot certificate cannot act as a PIC of an aircraft for compensation or hire unless the flight is only incidental to a business or employment. However, in Grant of Exemption No. 11062 to Astraeus Aerial (Astraeus), the FAA determined that a PIC with a private pilot certificate operating the Astraeus UAS would not adversely affect operations in the NAS or present a hazard to persons or property on the ground. As discussed above, the petition received three comments registering concern about pilot certification. ALPA stated its opposition to the proposed operation by a non-certificated pilot without a required medical certificate. ALPA believes that the operation should be conducted by a PIC holding a current FAA commercial pilot certificate with an appropriate category and class rating for the type of aircraft being flown and a current second-class airman medical certificate. NAAA stated that the UAS pilot should be a commercial pilot or have similar training and can demonstrate knowledge of aviation safety and communication procedures. USHPA stated that since the petitioner has not indicated any restriction to location of his operations, nor his knowledge of airspace rules, and because his operations would constitute commercial operations, he should be required to meet that level of certification.

2 

### 49 USC § 44711 prohibits a person from serving “in any capacity as an airman with respect to a civil aircraft, aircraft engine, propeller, or appliance used, or intended for use,

### in air commerce...without an airman certificate authorizing the airman to serve in the capacity for which the certificate was issued . . . .”.

## The FAA has analyzed the petitioner’s proposed operation, considered the comments above, and determined it does not differ significantly from the situation described in Grant of Exemption No. 11062 (Astraeus). The petitioner plans to operate in the NAS over private property while also limiting access to the property at times he is operating the UA. Given: 1) the similar nature of the petitioner’s proposed operating environment to that of Astraeus, 2) the parallel nature of private pilot aeronautical knowledge requirements to those of commercial requirements [ref: Exemption No. 11062], and 3) the airmanship skills necessary to operate the UAS, the FAA finds that the additional manned airmanship experience of a commercially certificated pilot would not correlate to the airmanship skills necessary for the petitioner’s proposed operations. Therefore, the FAA finds that a PIC holding a private pilot certificate and a third-class airman medical certificate is appropriate for the proposed operations. With regard to the airmanship skills necessary to operate the UAS, the petitioner has provided no training program, minimum flight time hours, or test standards to demonstrate his capability to meet some of the conditions and limitations below including avoiding hazards, reacting to emergencies, or maintaining specific distances from persons or property. The petitioner indicates he avoids risks that may cause a crash and that he has flown numerous practice flights in remote areas as a hobbyist simulating flights for future commercial use to gain familiarization with the characteristics and performance of this UAS under different temperature and wind conditions. He also mentions his computerized simulated flights to maintain adequate skills and response reflex time. Since the petitioner provides no information regarding a training program, minimum flight time hours, or test standards to demonstrate his capability to operate safely, and in response to concerns raised by ALPA, NAAA, and USHPA, the FAA reviewed the minimum requirements for providing a waiver to manned operations under 14 CFR 91.119. While this process applies to an operator seeking a waiver rather than an exemption, the exemption process is similar. Manned operations

## that require relief from 14 CFR 91.119 in the form of a waiver have established minimum requirements for pilot personnel (PIC). 3

3 

### FAA Order 8900.1, Volume 3, Chapter 7, Section 1 Issue a Certificate of Waiver or Authorization: § 91.119(b) and/or (c) (Minimum Safe Altitudes ) and FAA Order 8900.1, Volume 3, Chapter 8, Section 1, Issue a Certificate of Waiver for Motion Picture and Television Filming.

## 1) at least 500 hours logged as the PIC and at least 20 hours logged as the PIC in the aircraft type; 2) a minimum of 25 hours (or 100 hours in the case of motion picture operations) in the same category and class of aircraft to be used; and 2) 3) a minimum of 5 hours in the make and model aircraft to be used under the waiver. However, given the relative size, weight, speed and operating parameters of the proposed UAS operations and its accompanying reduction in risk to persons and property when compared to manned operations, these minimum requirements should be reduced, but not eliminated. UAS operators still need to establish airmanship skills in order to meet the conditions and limitations listed below such as the ability to maneuver near but maintain specific distances from persons and property, respond to unexpected emergencies, or avoid objects as well as the ability to avoid potential conflicts with manned aircraft. In consideration of the above, the FAA must determine the appropriate level of pilot flight hours necessary to qualify the PIC for the petitioner’s proposed operations. The FAA has considered minimum skills and associated flight-hours necessary to practice and build proficiency in these skills. The petitioner is responsible for assessing its operations and identifying any additional skills required to operate safely under normal and abnormal conditions. Normal condition skills may include the ability to maintain altitude, maintain VLOS, and navigational skills. Abnormal condition skills may include the ability to avoid obstacles, avoid air traffic, and respond to loss of link. In making its determination the FAA considered the requirements proposed by Astraeus in Exemption No. 11062. The FAA notes that the petitioner’s proposed operation is similar to that authorized in Exemption No. 11062 because both include operations closer than 500 feet from persons, vessels, vehicles, and structures. In Exemption No.

## 11062, the FAA required that prior to conducting operations for the purpose of motion picture filming (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi-rotor UAS. Prior to operations under Exemption No. 11062, the PIC must also have accumulated and logged a minimum of 5 hours as a UAS pilot operating the same make and model of UAS to be used for operations under the exemption. For clarification, the FAA considers these minimum hour requirements to be inclusive rather than additive; i.e. 5hours make and model time may be included in the 10 hours of multirotor time and the 10 hours may be included in the total 25 hours of UAS rotorcraft time. In addition to the hour requirements, the PIC must accomplish 3 take-offs and landings in the preceding 90 days (for currency purposes). The FAA finds that at a minimum, the flight-hour requirements in Exemption No. 11062 are appropriate to practice and build proficiency in the skills necessary to safely conduct the petitioner’s proposed operations. The FAA also finds that prior documented flight experience that was obtained in compliance with applicable regulationswould satisfy this requirement. Training, proficiency, and experiencebuilding flights can also be conducted under the grant of exemption to accomplish the required flight time. During training, proficiency, and experience-building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 CFR 91.119. The flight-hours above are considered appropriate given the circumstances of the proposed operation and the description provided by the petitioner of the preparations he has undertaken to conduct the UAS operation safely. The petitioner may determine through its safety assessment that additional hours are necessary to address all potential flight hazards and requisite airmanship skills. Consequently, the FAA has included in the conditions and limitations below that the petitioner may not permit any PIC to operate unless that PIC is able to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency

## maneuvers and maintaining appropriate distances from persons, vessels, vehicles and structures. In conclusion, the FAA finds that prior to operations the PIC must, at a minimum, hold a private pilot certificate, a third-class airman medical certificate, and completed the minimum flight hour and currency requirements as stated in the conditions and limitations below. Thus, the FAA finds relief from 14 CFR 61.113(a) and (b) is warranted. In a supplemental request to the FAA, the petitioner requests consideration of a 120 day temporary airman certificate in accordance with 14 CFR 63.13, to allow him time to obtain a private pilot certificate. The requested relief is not applicable to pilot certificates because, 14 CFR 63.1, Applicability , states this part prescribes the requirements for issuing flight engineer and flight navigator certificates and the general operating rules for holders of those certificates, only. Thus, 14 CFR 63.13 does not provide a basis from which to issue a temporary pilot certificate as requested by the petitioner and the requested relief is denied. The petitioner has also indicated he will supplement his proposed operation(s) with a spotter, hereafter referred to as a visual observer (VO). The conditions and limitations below stipulate that the PIC must ensure that the VO can perform the functions prescribed in the operating documents. Additionally, as discussed in Exemption No. 11109 to Clayco, Inc., there are no regulatory requirements for visual observer medical certificates. Although a medical certificate is not required for a VO, the UA must never be operated beyond the actual visual capabilities of the VO, and the VO and PIC must have the ability to maintain visual line of sight (VLOS) with the UA at all times. It is the responsibility of the PIC to be aware of the VO’s visual limitations and limit operations of the UA to distances within the visual capabilities of both the PIC and VO. Moreover, the VO will not be operating the aircraft. Therefore, as in Grant of Exemption No. 11062 to Astraeus, the FAA does not consider a medical certificate necessary for the VO.

## Operating parameters of the UAS Regarding the petitioner’s requested relief from 14 CFR 91.7(a) Civil aircraft airworthiness, petitioner’s request is based on his belief that since no FAA regulatory standard exists for determining airworthiness of the UAS, the regulation is inapplicable. While the petitioner’s UAS will not require an airworthiness certificate in accordance with 14 CFR part 21, Subpart H, the FAA considers the petitioner’s compliance with his operating documents to be sufficient means for determining an airworthy condition. Therefore, relief from § 91.7(a) is granted. The petitioner is still required to ensure that his aircraft is in an airworthy condition – based on compliance with the operating documents prior to every flight, and as stated in the conditions and limitations below. Additionally, in accordance with 14 CFR 91.7(b), the PIC of the UAS is responsible for determining whether the aircraft is in a condition for safe flight. The FAA finds that the PIC can comply with this requirement, therefore relief from § 91.7(b) is not necessary. Regarding the petitioner’s requested relief from 14 CFR 91.9 Civil aircraft flight manual, marking, and placard requirements and 14 CFR 91.203(a) and (b) Civil aircraft: Certifications required , the FAA has previously determined that relief from these sections is not necessary. Relevant materials may be kept in a location accessible to the PIC in compliance with the regulations. Regarding the petitioner’s requested relief from 14 CFR 91.103, Preflight Action , the petitioner requires each PIC to take certain actions before flight to ensure the safety of the flight. The exemption is needed because the pilot will take separate preflight actions as referenced in the operating documents. Although there will be no approved Airplane or Rotorcraft Flight Manual available, the FAA believes that the petitioner can comply with the other applicable requirements in 14 CFR 91.103(b) (2). The procedures outlined in the operating documents address the FAA’s concerns regarding compliance with § 91.103(b). The PIC will take all actions including reviewing weather, flight battery

## requirements, landings, and takeoff distances and aircraft performance data before initiation of flight. The FAA has imposed stricter requirements with regard to visibility and distance from clouds; this is to both keep the UA from departing the VLOS and to preclude the UA from operating in the NAS. The FAA also notes the risks associated with sun glare; the FAA believes that the PIC’s and VO’s ability to still seeother air traffic, combined with the PIC’s ability to initiate a return-tohome sequence, are sufficient mitigations in this respect. The PIC will also account for all relevant site-specific conditions in his or her preflight procedures. Therefore, the FAA finds that exemption from 14 CFR 91.103 is not necessary. Regarding the petitioner’s requested relief from 14 CFR 91.109(a), Flight instruction; Simulated instrument flight and certain flight tests, the petitioner did not describe training scenarios in which a dual set of controls would be utilized or required, i.e. dual flight instruction, provided by a flight instructor or other company-designated individual, that would require that individual to have fully functioning dual controls. Rather, the petitioner refers to his “numerous practice flights in remote areas as a hobbyist.” But, as outlined above, the FAA is requiring that the petitioner’s PIC possess at least a private pilot’s certificate. Also, the currency requirements expressed in the conditions and limitations below will help ensure that a PIC training on the UAS has the authority to operate the UAS during training flights as PIC in accordance with § 61.31(l). The FAA will impose a limitation that those training operations are only conducted during dedicated training sessions. As such, the FAA finds that the petitioner can conduct his operations without the requested relief from § 91.109. The petitioner’s requested relief from 14 CFR 91.119, Minimum safe altitudes, relief from § 91.119(a), which requires operating at an altitude that allows a safe emergency landing if a power unit fails, is not granted. The FAA expects the petitioner to be able to perform an emergency landing without undue hazard to persons or property on the surface if a power unit fails. Relief from § 91.119(b), operation over congested

## areas, is not granted, because, as discussed below, operations over congested areas will not be permitted under this exemption. Relief from § 91.119(c) is necessary because the aircraft will be operated at altitudes below 300 feet AGL. Section 91.119(c) states that no person may operate an aircraft below the following altitudes: over other than congested areas , an altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. The petitioner states that he will operate pursuant to the following, self-imposed restrictions related to § 91.119: • operate in reasonably safe environment that are strictly controlled, are away from power lines, elevated lights, airports and actively populated areas away from public and traffic;

• conduct all operations under his own personal safety protocols (including posting a warning sign reading: “Attention Aerial Photography in Progress – Remain Back 150 Feet”) contained in the operating documents and will actively analyze flight data and other sources of information to constantly update and enhance his safety protocols;

• contact respective airports if operations will be within 5 miles to advise them of his estimated flight time, flight duration, elevation of flight and other pertinent information; and

• always obtain all necessary permissions prior to operation. The petitioner proposes to avoid “actively populated areas” but does not explain how these areas are determined. As in Exemption No. 11110 (Trimble Navigation, Ltd.), the FAA notes that avoidance of areas which are depicted in “yellow” on VFR charts is a practicable step in assuring that operations are not conducted

## over congested or densely populated areas. However, using these “yellow” areas solely to make this determination is not sufficient. Pilots may obtain information regarding congested areas from the local Flight Standards District Office (FSDO). Therefore, operations over congested or densely populated areas are prohibited as stated in the conditions and limitations below. The petitioner did not describe stand-off distances from persons, vessels, vehicles and structures. Section 91.119(c) requires that aircraft operate no closer than 500 feet to these persons or objects. As discussed in Exemption No. 11109 (Clayco, Inc.), operations conducted closer than 500 feet to the ground may require that the UA be operated closer than

500 feet to essential persons, or objects that would not be possible without additional relief. Therefore, the FAA is requiring that prior to conducting UAS operations, all persons not essential to flight operations (nonparticipating persons) must remain at appropriate distances. In open areas, this requires the UA to remain 500 feet from all persons other than essential flight personnel (i.e. PIC, VO, operator trainees or essential persons). The FAA has also considered the UA’s maximum gross weight of approximately 3 pounds. If barriers or structures are present that can sufficiently protect nonparticipating persons from the UA or debris in the event of an accident, then the UA may operate closer than 500 feet to persons afforded such protection. The operator must also ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately. When considering how to immediately cease operations, the primary concern is the safety of those nonparticipating persons. In addition, the FAA finds that operations may be conducted closer than 500 feet to vessels, vehicles and structures when the owner/controller of any such vessels, vehicles or structures grants permission for the operation and the

## PIC makes a safety assessment of the risk of operating closer to those objects and determines that it does not present an undue hazard. Thus, the FAA finds that relief from § 91.119(c) is warranted provided adherence to the procedures in the operating documents and the FAA’s additional conditions and limitations outlined below. Relief from § 91.119(a) is unwarranted as the FAA expects the petitioner to be able to perform an emergency landing without undue hazard to persons or property on the surface. Relief from §§ 91.119(b) is not granted and 91.119(d) is not applicable. Regarding the petitioner’s requested relief from 14 CFR 91.121 Altimeter Settings , the petitioner has a barometric altimeter and GPS derived altitude capabilities. However, as stated in the conditions and limitations below, the FAA requires any altitude reported to ATC to be in feet AGL. The petitioner may choose to set the altimeter to zero feet AGL rather than local barometric pressure or field altitude before flight. Considering the limited altitude of the proposed operations, relief from 14 CFR 91.121 is granted to the extent necessary to comply with the applicable conditions and limitations stated below. Regarding the petitioner’s requested relief from § 91.151 (a) Fuel requirements for flight in VFR conditions , prior relief has been granted for manned aircraft to operate at less than prescribed minimums, including Exemption Nos. 2689, 5745, and 10650. In addition, similar UAS-specific relief has been granted in Exemption Nos. 8811, 10808, and 10673 for daytime, VFR conditions. The petitioner’s only reference to this section is his commitment to land the UAS prior to the manufacturer’s recommended minimum level of battery power. The operating documents indicate that two low-voltage (low battery) alerts are issued - warning that the first alert should be followed (30% - low battery level warning). Further, the petitioner has indicated his flights will last only 3-7 minutes each. Also, the UAS has an automated function which results in immediate landing when a low battery is detected.

## These factors provide the FAA with sufficient reason to grant the relief from 14 CFR 91.151(a) as requested in accordance with the conditions and limitations below, that prohibit the PIC from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly to the first point of intended landing and, assuming normal cruising speed, land the UA with 30% battery power remaining. Regarding an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA), the majority of current UAS operations occurring in the NAS are being coordinated through Air Traffic Control (ATC) by the issuance of a COA. This is an existing process that not only makes local ATC facilities aware of UAS operations, but also provides ATC the ability to consider airspace issues that are unique to UAS operations. The COA will require the operator to request a NOTAM, which is the mechanism for alerting other users of the NAS to the UAS activities being conducted. The conditions and limitationsbelow prescribe the requirement for the petitioner to obtain an ATOissued COA.

## Public Interest The FAA finds that a grant of exemption is in the public interest. The enhanced safety and reduced environmental impact achieved using a UA with the specifications described by the petitioner and carrying no passengers or crew, rather than a manned aircraft of significantly greater proportions, carrying crew in addition to flammable fuel, gives the FAA good cause to find that the UAS operation enabled by this exemption is in the public interest. The following table summarizes the FAA’s determinations regarding the relief sought by the petitioner:

Relief considered (14 CFR)

FAA determination (14 CFR)

Part 21 Relief not necessary 45.23(b)

Relief not necessary 61.113(a) and (b) Relief granted with conditions and limitations

63.13

Relief not granted

91.7(a) Relief granted with conditions and limitations 91.9(b)(2)

## Relief not necessary

91.103(b) Relief not necessary

91.109

Relief not necessary

91.119 Paragraph (c) granted with conditions and limitations

91.121 Relief granted with conditions and limitations

91.151(a) Paragraph 91.151(a)(1), day, granted with conditions and limitations

91.203(a) and (b)

Relief not necessary

91.405(a) Relief granted with conditions and limitations.

## The FAA’s Decision Relief considered (14 CFR)

FAA determination (14 CFR)

limitations 91.407(a)(1) Relief granted with conditions and limitations

91.409(a)(1) and (2) Relief granted with conditions and limitations

91.417(a) and (b)

Relief granted with conditions and limitations In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. 106(f), 40113, and 44701, delegated to me by the Administrator, Mr. Douglas Trudeau, Realtor®, of Tierra Antigua Realty, is granted an exemption from 14 CFR 61.113(a) and (b), 91.7(a), 91.119(c), 91.121, 91.151(a)(1), 91.405(a), 91.407(a)(1), 91.409(a)(1) and (2), and 91.417(a) and (b) to the extent necessary to allow petitioner to operate an unmanned aircraft systems (UAS) for the purpose of aerial videography/cinematography and augment real estate listing videos. This exemption is subject to the conditions and limitations listed below.

## Conditions and Limitations Relative to this grant of exemption, Trudeau is hereafter referred to as the operator. The following documents provided by the operator in its petition, 1) Supplemental Response for Petition, 2) PHANTOM Flying Flow Chart V1.0 (Simplified Version), PHANTOM Quick Start Manual v1.7, PHANTOM Advanced Manual v.1.4, 3) PHANTOM 2 Vision+ User Manual 4) restricted areas map, 5) personal protocols and controls, and 6) Safety/Flight Manual, are hereinafter referred to as operating documents. Failure to comply with any of the conditions and limitations of this grant of exemption will be grounds for the immediate suspension or rescission of this exemption. . 1) Operations authorized by this grant of exemption are limited to the following aircraft described in the operating documents which is a quad-rotor aircraft weighing less than 3 pounds: PHANTOM 2 Vision+ Unmanned Aircraft System. Proposed operations of any other aircraft will require a new petition or a petition to amend this grant.

. 2) The UA may not be flown at an indicated airspeed exceeding 30 knots.

. 3) The UA must be operated at an altitude of no more than 300 feet above ground level (AGL), as indicated by the procedures specified in the operating documents. All altitudes reported to ATC must be in feet AGL.

. 4) The UA must be operated within visual line of sight (VLOS) of the Pilot In Command (PIC) at all times. This requires the PIC to be able to use human vision unaided by any device other than

## corrective lenses, as specified on the PIC’s FAA-issued airman medical certificate.

. 5) All operations must utilize a visual observer (VO). The UA must be operated within the visual line of sight (VLOS) of the VO at all times. The VO may be used to satisfy the VLOS requirement as long as the PIC always maintains VLOS capability. The VO and PIC must be able to communicate verbally at all times. The PIC must be designated before the flight and cannot transfer his or her designation for the duration of the flight. The PIC must ensure that the VO can perform the functions prescribed in the operating documents.

. 6) The operating documents and this grant of exemption must be accessible during UAS operations and made available to the Administrator upon request. If a discrepancy exists between the conditions and limitations in this exemption and the procedures outlined in the operating documents, the conditions and limitations herein take precedence and must be followed. Otherwise, the operator must follow the procedures as outlined in its operating documents. The operator may update or revise its operating documents. It is the operator’s responsibility to track such revisions and present updated and revised documents to the Administrator upon request. The operator must also present updated and revised documents if he petitions for extension or amendment to this grant of exemption. If the operator determines that any update or revision would affect the basis upon which the FAA granted this exemption, then the operator must petition for amendment to its grant of exemption. The FAA’s UAS Integration Office (AFS-80) may be contacted if questions arise regarding updates or revisions to the operating documents.

. 7) Prior to each flight, the PIC must inspect the UAS to ensure it is in a condition for safe flight. If the inspection reveals a condition

## that affects the safe operation of the UAS, the UAS is prohibited from operating until the necessary maintenance has been performed and the UAS is found to be in a condition for safe flight. The Ground Control Station must be included in the preflight inspection. All maintenance and alterations must be properly documented in the aircraft records.

. 8) Any UAS maintenance or alterations that affect the UAS operation or flight characteristics, e.g. replacement of a flight critical component, must undergo a functional test flight. The PIC who conducts the functional test flight must make an entry in the aircraft records.

. 9) The pre-flight inspection section in the operating documents must account for all discrepancies, i.e. inoperable components, items, or equipment, not already covered in the relevant sections of the operating documents.

. 10) The operator must follow the UAS manufacturer’s aircraft/ component, maintenance, overhaul, replacement, inspection, and life limit requirements.

. 11) The operator must carry out its maintenance, inspections, and record keeping requirements, in accordance with the operating documents. Maintenance, inspection, and alterations must be noted in the aircraft records, including total flight hours, description of work accomplished, and the signature of the authorized person returning the UAS to service.

. 12) Each UAS operated under this exemption must comply with all manufacturer Safety Bulletins.

## . 13) The authorized person must make an entry in the aircraft record of the corrective action taken against discrepancies discovered between inspections.

. 14) UAS operations must be conducted by a PIC possessing at least a private pilot certificate and at least a current third-class medical certificate. The PIC must also meet the flight review requirements specified in 14 CFR 61.56 in an aircraft in which the PIC is rated on his or her pilot certificate. . 15) Prior to operations conducted for the purpose of aerial videography/cinematography and augmenting real estate listing videos (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), a minimum of 25 hours of total time as a UAS rotorcraft pilot including at least 10 hours logged as a UAS pilot with a multi-rotor UAS. Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. Training, proficiency, and experience-building flights can also be conducted under this grant of exemption to accomplish the required flight time. However, said training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience-building flights the PIC is required to operate the UA with appropriate distances in accordance with 14 CFR 91.119.

. 16) Prior to operations conducted for the purpose of aerial videography/cinematography and augmenting real estate listing videos (or similar operations), the PIC must have accumulated and logged, in a manner consistent with 14 CFR 61.51(b), a minimum of 5 hours as UAS pilot operating the make and model of the UAS to be used in operations under the exemption; 5 hours make and model time may be included in the 10 hours of multi-rotor time prescribed above.

## The PIC must accomplish 3 take-offs and landings in the preceding 90 days (for currency purposes). Training, proficiency, experience-building, and take-off and landing currency flights can be conducted under this grant of exemption to accomplish the required flight time and 90 day currency. However, said training operations may only be conducted during dedicated training sessions. During training, proficiency, and experience-building flights the

PIC is required to operate the UA with appropriate distances in accordance with 14 CFR 91.119. . 17) The operator may not permit the PIC to operate the UAS for the purpose of aerial videography/cinematography and augmenting real estate listing videos (or similar operations), unless the PIC has demonstrated and logged in a manner consistent with 14 CFR 61.51(b), the ability to safely operate the UAS in a manner consistent with how the UAS will be operated under this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from people, vessels, vehicles and structures.

. 18) UAS operations may not be conducted during night, as defined in 14 CFR 1.1. All operations must be conducted under visual meteorological conditions (VMC).

. 19) The UA may not operate within 5 nautical miles of an airport reference point as denoted on a current FAA-published aeronautical chart.

. 20) The UA may not be operated less than 500 feet below or less than 2,000 feet horizontally from a cloud or when visibility is less than 3 statute miles from the PIC.

## . 21) If the UA loses communications or loses its GPS signal, it must return to a pre- determined location within the planned operating area and land or be recovered in accordance with the operating documents.

. 22) The PIC must abort the flight in the event of unpredicted obstacles or emergencies in accordance with the operating documents.

. 23) The PIC is prohibited from beginning a flight unless (considering wind and forecast weather conditions) there is enough power to fly at normal cruising speed to the intended landing point and land the UA with 30% battery power remaining.

. 24) The operator must obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or Authorization (COA) prior to conducting any operations under this grant of exemption. This COA will also require the operator to request a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation.

. 25) All aircraft operated in accordance with this exemption must be identified by serial number, registered in accordance with 14 CFR part 47, and have identification (N- Number) markings in accordance with 14 CFR part 45, Subpart C. Markings must be as large as practicable.

. 26) Before conducting operations, the radio frequency spectrum used for operation and control of the UA must comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirements.

## . 27) The documents required under 14 CFR 91.9 and 91.203 must be available to the PIC at the Ground Control Station of the UAS any time the UAS is operating. These documents must be made available to the Administrator or any law enforcement official upon request.

. 28) The UA must remain clear and yield the right of way to all manned aviation operations and activities at all times.

. 29) The UAS may not be operated by the PIC from any moving device or vehicle.

. 30) The UA may not be operated over congested or densely populated areas.

. 31) Flight operations must be conducted at least 500 feet from all nonparticipating persons, vessels, vehicles, and structures unless: a. Barriers or structures are present that sufficiently protect nonparticipating persons from the UA and/or debris in the event of an accident. The operator must ensure that nonparticipating persons remain under such protection. If a situation arises where nonparticipating persons leave such protection and are within 500 feet of the UA, flight operations must cease immediately and/or;

b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of such vessels, vehicles or structures has granted permission and the PIC has made a safety assessment of the risk of operating closer to those objects and determined that it does not present an undue hazard, and;

## c. Operations nearer to the PIC, VO, operator trainees or essential persons do not present an undue hazard to those persons per § 91.119(a).

. 32) All operations shall be conducted over private or controlled-access property with permission from the land owner/controller or authorized representative. Permission from land owner/controller or authorized representative will be obtained for each flight to be conducted.

. 33) Any incident, accident, or flight operation that transgresses the lateral or vertical boundaries of the operational area as defined by the applicable COA must be reported to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be reported to the National Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: www.ntsb.gov.

Unless otherwise specified in this grant of exemption, the UAS, the UAS PIC, and the UAS operations must comply with all applicable parts of 14 CFR including, but not limited to, parts 45, 47, 61, and 91. This exemption terminates on January 31, 2017, unless sooner superseded or rescinded. Issued in Washington, DC, on January 5, 2015.

/s/ John S. Duncan Director, Flight Standards Service