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 our 

clients. 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 equivalency 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 adversely 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 the risks associated with vehicles that weigh 

in the neighborhood of 4,000 pounds, carrying large 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 associated 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 certificates 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 flown 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 minimum 

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, in 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 certifications 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) relief 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, 

including 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 contacted 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 from 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. §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)(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 applicant, 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 conditions 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. 67.301-.313 

§67.301 

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 is 

dependent 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 launch site shown 

on the GPS altitude indicator before flight. 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 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 30% 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 heavily 

dependent 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 above 
2 © 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 20 
Flight 

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 

Appendix 
1 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, it 
provides 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. 5 
Overview 

 . 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 

Camera 
6 © 2014 DJI. All Rights Reserved. 

Mobile Device,

with DJI VISION App 

Mobile Device Holder 

Range Extender

Aircraft 

Remote Control 

Gimbal 

Figure 1 

4 
Choose 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 level 
warnings.

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. 7 
Assembly 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°C 
Discharging process 

LED1 LED2 

LED3 LED4 
Current 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. 9 
Assembly and Use 

Charging process 

LED1 LED2 
LED3 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 and 
never 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. 11 
Assembly and Use 

3.3 LED Flight Indicator Descriptions 
LED 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 13 
Gimbal 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. 13 
Assembly 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 after 
powering 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 Location 
Fastening/ 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. 15 
Assembly 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. 17 
Assembly and Use 

Figure 25 

5.6 Remote Control Operation 
The 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 3 
In ‘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 Receiver 
A 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 Φ2.4mm flathead screwdriver for adjustments. 

There is another potentiometer for reserved use. 

Assembly and Use 

Preparing the Remote Control 

© 2014 DJI. All Rights Reserved. 19 
Assembly and Use 

6 Preparing the Range Extender 
The 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 is 
communicating 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. 21 
Assembly 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 

SYSTEM 
Indicator 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. 23 
Assembly 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 Camera 
Figure 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” from 

theWiFi 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 Indicator 
LED 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 Compass 
Flight 

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 Function 
Flight 

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 Warning 
Low 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 needed 
The 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 warning 
Estimated 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 red 
Figure 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 flight 
limits 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 Radius 
Max 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 Limits 
Category 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 Radius 
GPS 

≥6 

√

√

√

<6 

×

√

×

ATTI. 

≥6 

√

√

×

<6 

×

√

×

Manual 

≥6 

×

×

×

<6 

×

×

×

Icons 

Description 
Album 

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 Menu 
After 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 Menu 
2 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 800M 
22.54053N 

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 Status 
GPS 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 Button 
Tap 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, 

4:3 
1280x960 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 

Spot 
36 © 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 Usage 
Figure 77 

Anti-flicker 50Hz 60Hz 

Album Page 

© 2014 DJI. All Rights Reserved. 37 
DJI 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 00:00:22 
DJI 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 Hide 
Slide 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 98 
Default 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 VISION 

My location 

Phantom 2 Vision's location 

[20] Account 

Figure 97 
Tap 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 include 
Attitude 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 99 
7.2 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 the 

warning 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. 43 
DJI 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+ Assistant 
1.1 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+ Assistant 
PC / 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 payload 
1242g ≤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@3.7V 
2412MHz - 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 

Appendix 
Appendix 

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
iOSD

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 Application - 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 LZ 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 category 

and 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 owners 

and 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 from 

clouds, 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 after 

experiencing 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. 5 

hours 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 regulations 

would 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 see 

other 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 limitations 

below 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