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December 27, 2015

U. S. Department of Transportation

Docket Operations

West Building, Ground Floor, Room W12-140

1200 New Jersey Ave, SE 

Washington, DC 20590

Subject: Exemption Request Pursuant to Section 333 of the FAA Reform Act and Part 11 of the 

Federal Aviation Regulations from: 14 CFR 45.23(b); 14 CFR Part 21; 14 CFR 61.113(a)and 

(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 119.121; 91.151(a); 91.203(a)and(b); 91.405(a);

91.407(a) (1); 91.409(a) (2); 91.417(a)and(b).

Applicant:

David W. Sussman, Owner

DWSussman Photography

2240 Deborah Drive

Punta Gorda, FL 33950

Dear Sir or Madam,

Pursuant to Section 333 of the FAA Modernization and Reform Act I, David W. Sussman,

owner and operator o f an unmanned aircraft system (UAS), hereby formally submit, on 

behalf of ChoiceGraphX, LLC., dba “DWSussman Photography”, for an exemption from the 

listed Federal Aviation Regulations (“FARs”) to allow commercial operations of the UAS, so 

long as such operations are conducted within and under the conditions herein or as may be 

established by the FAA required by Section 333.

I am a professional photographer/videographer with over 40 years’ experience shooting aerial 

photography/videography for Johns Hopkins University, Applied Physics Laboratory, Naval 

Surface Warfare Center (Panama City), Coastal Helicopter, Inc. and other commercial contracts 

– all without incident. I have recently added a hobby grade quad-copter UAS to my inventory 

with intent for commercial aerial video/photography as follows:

 Aerial video/photography for public and/or private use including real estate, historical 

building documentation, City/County events and related professional activities.

 Aerial video/photography to assist with search and rescue operations in cases of an 

emergency or natural disaster if local authorities or government has requested it by 

contract or donation.

 The ability to offer training to persons individually or belonging to both private and/or 

public organizations that have interests in the use and application of a UAS for the purpose 

of the safe operation of a UAS to enhance the safety of the National Airspace System 

(NAS).
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Committed to safety with each flight, my exemption request would permit operation of an 

inexpensive UAS in and around Punta Gorda, Florida in areas away from general public, 

airports, heliports and vehicular traffic for community videos. Currently, similar lightweight, 

remote controlled UAS' are legally operated by unmonitored amateur hobbyists with no 

safety plan or controls in place to prevent catastrophe. I have personally added safety 

protocols and controls to avoid and prevent public hazard, as well as manned aircraft 

hazards/catastrophe. This will act to further safety protocols exclusive to lightweight UAS'

specific to real estate video and photography usage as I record flight data and other 

information gained through permitted flight operations to share with the FAA through any 

required FAA reports to assist with future protocol and safety regulation.

OPERATORS NAME AND ADDRESS

David W. Sussman, Owner/Operator

DWSussman Photography

2240 Deborah Drive

Punta Gorda, FL 33950

Dave@DWSussman.com

(941) 655-8110

MAKE AND MODEL OF THE AIRCRAFT FOR PROPOSED OPERATIONS

I will operate a sUAS, the DJI Phantom 3 Professional, Model W323, which is comprised of an 

unmanned aircraft (UA/Phantom), an attached 4K camera, flight data recorder and a 

transportable ground station. As found in exemption No. 11138 (Trudeau), the FAA approved 

similar use of a Phantom 2 UAS. The Phantom 3 I own is an advanced professional upgrade 

from the Phantom 2 UAS.

The Phantom 3 is a quad-copter with a gross weight of 2.8 pounds. It is equipped with four 

rotors that are driven by electric motors powered by batteries. The UA has a maximum 

airspeed of 35 mph.

MAINTAIN AN EQUIVALENT LEVEL OF SAFETY OR NO ADVERSE IMPACT TO SAFETY

My exemption and operations will not adversely impact safety. The operation limitations 

proposed for an equivalent or higher level of safety because operations will further enhance 

the safety of the persons and/or property using conventional aircraft. These limitations and 

conditions to which the applicant agrees to adhere to when conducting commercial operations 

under the FAA issued exemption as set forth in the Flight Operations Manual (FOM) include:

 UAS weighs less than 5 pounds including an integrated gimbal and camera.

 Although the UAS is capable of 25 minutes flight with fully charged batteries, I only operate

for a maximum of 7-10 minutes of flight as a safety precaution.

 I land my UAS prior to manufacturers recommended level of battery power.
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 Minimum crew for each operation will consist of the UAS Pilot and the Visual Observer (VO).

 Flights will operate within line of sight of the UAS Pilot/Operator and Visual Observer (VO).

 The Operator and VO will have been trained in operation of UAS and receive up-to-date 

information for the particular UAS to be operated.

 The Operator and VO will be able to communicate by voice or radio at all times.

 I only operate in reasonable safe environments that are strictly controlled, away from 

power lines, elevated lights, airports and actively populated areas.

 I have procedures in place to abort flights in the event of safety breaches or potential 

danger to persons and property.

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

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

 The flights will occur no closer than a 5 mile radius of the geographic center/Airport 

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

 Written and/or verbal permission and permits will be obtained from territorial, state, 

county or city jurisdictions, including law enforcement, fire or other appropriate 

governmental agencies.

 If the UAS loses communications with the remote controller or loses GPS signal, the UAS has

the capability to return to a pre-determined location within a designated location and land 

autonomously (Safe Mode).

 I actively analyze flight data and other sources of information to constantly update and 

enhance safety protocols.

SPECIFIC APPLICABLE REGULATIONS FROM WHICH RELIEF IS REQUIRED (CFR’S) AND

THE EXTENT OF REQUESTED RELIEF AND THE REASONS RELIEF IS NEEDED

14 C.F.R. Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91.203 (a) and (b).

Given the size, weight, speed and limited operating area associated with the UA, I feel 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).

14 C.F.R. § 45.23 (b). Marking of the Aircraft.

I request an exemption from 45.23 marking of the aircraft because the UA will not have 

a cabin, cockpit or pilot station on which to mark certain words or phrases. Further, the twoinch lettering is difficult to place on such a small UA with dimensions smaller than the minimal 

lettering requirement. Regardless of this, I can mark the UA in the largest possible lettering by 

placing the word “Experimental” on its fuselage as required by 45.29(f) so that anyone will see 

the markings.

14 C.F.R. § 61.113(a) and (b). Pilot Licenses.

I request an exemption from 61.113(a) and (b) whereas private pilots are limited to non 

commercial operations. I can achieve an equivalent level of safety as achieved by current 

regulations because my UAS does not carry any pilots or passengers. While helpful, a pilot 

license will not ensure remote piloting skills and my VO is a licensed pilot. The risks attended 
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to the operation of my UAS is far less than the risk levels inherent in the commercial activities 

outlined in 14 CFR 61 thus allowing me to operate my UAS to meet and exceed current safety 

levels in relation to 14 CFR 61.113(a) and (b). 

The sUAS will not carry property for compensation or hire since it will be used solely for aerial 

photography/videography as hired by my clients. Without an exemption, I 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. Requiring a commercial pilot certificate would provide no appreciable safety 

benefit and would needlessly impose additional cost on my company. Therefore relief is 

needed from both paragraphs (a) and (b).

14 C.F.R. § 91.7(a) and (b). Airworthiness Certificate.

I request an exemption from 91.7(a) which prohibits the operation of an aircraft without an 

airworthiness certificate, since there is currently no certificate applicable to my operation, this 

regulation is inapplicable.

14 C.F.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 417(a) & (b): Maintenance Inspections.

I request an exemption from 91.405(a), 91.407(a)(1), 91.409(a)(2) and 91.417(a) and (b) 

Maintenance Inspections since they only apply to aircraft with an airworthiness certificate. 

However, as a safety precaution I will perform a preflight inspection of the UAS before each 

flight as outlined in the attached operating documents.

14 C.F.R. § 91.9(b)(2): Aircraft Flight Manual.

I request as exemption from 91.9(b)(2) which requires an aircraft flight manual in the aircraft. 

However since there are no pilots or passengers on board the aircraft and given its size, this 

regulation is inapplicable. I believe an equivalent level of safety will be achieved by 

maintaining a safety/flight manual with the UAS ground station.

14 C.F.R. §91.119: Minimum Safe Altitudes.

I request an exemption from 91.119 which prescribes minimum safe altitudes for the 

operation of civil aircraft, but it allows helicopters to be operated at lower altitudes in certain 

conditions. I will not operate our UAS above the altitude of 300 feet 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.” Given the size, weight, 

maneuverability and speed of the UAS an equivalent or higher level of safety will be achieved.

14 C.F.R. §91.121 Altimeter Settings.

I request an exemption from 91.121 Altimeter Settings as it is inapplicable since the UAS 

utilizes electronic GPS with a barometric sensor.

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

I request an exemption from 91.151(a) fuel requirements for flight in VFR conditions. The UAS 

is 100% electric and two low battery alerts are issued – per the operating documents the UAS 

will be landed at the first alert. Also my flights will only last 5-10 minutes each and the UAS 
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has an automated function which results in immediate landing when a low battery is detected. 

I will not begin a flight unless (compensating for wind and weather conditions) there is enough 

power to fly to the first point of intended landing and, assuming normal cruising speed, land 

the UAS with 30% battery power remaining.

HOW GRANTING EXEMPTION WOULD BE IN THE PUBLIC INTEREST

Aerial videography/photography for community awareness, tourism and real estate marketing 

has been around for a long time through manned fixed wing aircraft and helicopters. For

small real estate companies and businesses the expense of such aerial videography is cost

prohibitive. Only large companies and high end Realtors or luxury homeowners can afford

to absorb such expense.

Congress has already proclaimed that it is in the public’s interest to integrate commercially

flown UAS' into the NAS, hence the passing of the Reform Act. Granting my exemption 

request furthers the public interest through academic/visual awareness of the geographical 

benefits in and around the Charlotte Harbor area. My ultra-light weight UAS is battery 

powered and creates no emissions that can harm the environment. The consequence of my 

ultra-light weight UAS crashing is far less than a full size helicopter or fixed wing aircraft;

which are heavy, contain combustible fuel and can cause catastrophic devastation to the

public.

The public’s interest is furthered by minimizing ecological and crash threat by permitting 

aerial video/photo capture through my battery operated ultra-light weight UAS. Permitting

me to immediately fly within the NAS furthers economic growth. Granting my exemption 

request substantially furthers the economic impact for the Punta Gorda/Charlotte Harbor 

community for companies looking to relocate or build in the area as well as individuals looking 

to relocate for career advancement through academic and geographical awareness, both

which serve as an economic stimulus to the community.

FULL DESCRIPTION OF UAS OPERATIONS

As described fully below, the requested exemption would permit the operation of a UAS under 

controlled conditions in the NAS that would be a) limited, b) controlled, c) predetermined and 

d) provide safety enhancements to the already safe operations in the industry presently using 

conventional aircraft. Approval of this exemption would thereby enhance safety and fulfill the 

Secretary of Transportations responsibilities to “...establish requirements for the safe 

operation of such aircraft systems in the national aircraft system.”

UAS Operating Parameters

I will abide by the following additional operating conditions under this exemption, which 

ensures a level of safety equal or greater to existing rules:

 Operate UAS below 400 feet AGL and within a radius distance of 1,000 feet from the 
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controller to aid in direct line of sight visual observation

 Obtain permission from owner/controller of any vessels, vehicles and structures when 

operations may be conducted closer than 500 feet to any such vessels, vehicles or 

structures; I will conduct a safety assessment of the risk operating closer to those objects 

and determine that it does not present an undue hazard

 Operate the UAS for 7-10 minutes per flight

 Land UAS prior to the manufacturers recommended level of battery power (30%)

 Operate UAS during daylight hours VMC conditions only within visual line of sight (VLOS)

 Use the UAS’ Global Positioning System (GPS) flight safety feature whereby it hovers and 

then slowly descents to land if communications with the remote control pilot is lost

 DJI 3 Phantom quad-copter altitude ceiling is 147 feet when flown in Smart Mode 

 Conduct all operations under the 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 safety protocols

 Always obtain all necessary permissions prior to operation

 Have procedures in place to abort flights in the event of safety breaches or potential 

danger

 Only operate in safe environments that are strictly controlled, away from power lines, 

elevated lights, airports and densely populated areas (defined by areas depicted in 

“yellow” on VFR charts) and through obtaining information regarding congested areas 

from the local FSDO

 Conduct extensive preflight inspections and protocols, during which safety carries 

primary importance (reference operating documents).

UAS Operational Training. I have flown numerous practice flights over the past two years in 

remote areas as a hobbyist simulating flights for future commercial use to gain familiarization 

with the characteristics of the UAS’ performance under different temperature and weather 

conditions. These tests include testing of emergency landing procedures as well as computer 

simulations for additional practice plus review of online training/documents to keep current 

on all matters related to UAS operations and FAA instructions. Additionally, my Visual 

Observer (VO) is a licensed pilot with a commercial license (Instrument Airplane, SEL/S, CFI/II 

plus a MEL rating).

I will comply with the following conditions and limitations should this exemption be provided:

 Operations will be limited to the following aircraft described in the operating documents, 

which is a quad-rotor aircraft weighing 2.8 pounds: Phantom 3 Unmanned Aircraft System

 The UAS will not be flown at an indicated airspeed exceeding 35 knots or 2.16 m/s

 The UAS will be operated at an altitude of no more than 400 feet AGL (RTH set to 395 feet)

 The UAS will be operated within visual line of sight (VLOS) of the operator and VO.

 The VO and Operator will be able to communicate verbally at all times. The Operator will 

be designated before the flight and will not transfer his/her designation for the duration of 

the flight. The operator will ensure that the VO can perform the functions prescribed in the 
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operating documents

 Prior to each flight, the operator will 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 will not be operated until the necessary maintenance has been performed and the UAS 

is found to be in a condition for safe flight. The Ground Control Station (GCS) will be

included in the preflight inspection. All maintenance and alterations will be properly 

documented in the aircraft records

 Any UAS maintenance or alterations that affect the UAS operations or flight characteristics, 

i.e. replacement of a flight critical component, will undergo a functional test flight

 The preflight inspection section in the operating documents will account for all 

discrepancies, i.e. inoperable components, items, or equipment not already covered in the 

relevant sections of the operating documents

 I will follow the UAS manufacturers aircraft/component, maintenance, overhaul, 

replacement, inspection and life limit requirements

 Each UAS operated will comply with all manufacturer Safety Bulletins

 An authorized person will make an entry in the aircraft record of the corrective action taken 

against discrepancies discovered between inspections

 UAS operations will not be conducted during night as defined in 14 CFR 1.1. All operations 

will be conducted under visual meteorological conditions (VMC)

 The UAS will not be operated within 5 nautical miles of an airport reference point as 

denoted on a current FAA published aeronautical chart

 The UAS will not be operated less than 500 feet below or less than 2000 feet horizontally 

from a cloud or when visibility is less than 3 statute miles from the operator

 If a UAS loses communications or loses the GPS signal, it will return to a predetermined 

location within the planned operating area and land or be recovered in accordance with the 

operating documents

 The operator will abort a flight in the event of unpredicted obstacles or emergencies in 

accordance with the operating documents

 The operator will not begin 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 UAS with 30% battery power remaining

 Before conducting operations the radio frequency spectrum used for operation and control 

of the UAS will comply with the FCC or other appropriate government oversight agency 

requirements

 The documents required under 14 CFR 91.9 and 91.203 will be available to the operator at 

the Ground Control Station of the UAS any time the UAS is operating and made available to 

the Administrator or any law enforcement official upon request.

 The UAS will remain clear and yield the right of way to all manned aviation operations and 

activities at all times

 The UAS will not be operated by the operator from any moving device or vehicle

 The UAS will not be operated over congested or densely populated areas

 Flight operations will be conducted at least 500 feet from all nonparticipating persons, 

vessels, vehicles and structures 

 All operations will be conducted over private or controlled-access property with permission 
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from the land owner/controller or authorized representative for each flight

 Any incident, accident or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA will be reported to 

FAA’s UAS Integration Office (AFS-80) within 24 hours. Accidents will be reported to the 

NTSB per instructions contained on the NTSB website

SUMMARY:

The operation of my UAS, weighing less than 5 pounds and travelling at lower speeds within 

limited areas will provide an equivalent level of safety as that achieved under current FARs. 

Accordingly I respectfully request that the FAA grant my exemption request and I am willing 

to cooperate in sharing information to benefit the FAA, safety of manned aircraft, and the 

general public at large.

Please do not hesitate to contact me at the phone number or email address provided should 

you have any questions, concerns or need additional information. 

Respectfully Submitted,

David W. Sussman, Owner

DWSussman Photography

Appendix A - Summary for Federal Register Publication

Appendix B - DWSussman Photography UAS Operating Documents
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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: David W. Sussman, Owner – ChoiceGraphX, LLC dba DWSussman Photography

Sections of 14 C.F.R. Affected:

333 Aircraft Exemption Status

14 C.F.R §45.23(b)

14 C.F.R. §61.113(a) and (b)

14 C.F.R. §91.103(b)

14 C.F.R. §91.109

14 C.F.R. §91.119(c)

14 C.F.R. §91.121

14 C.F.R. §91.151(a)

14 C.F.R. §91.203(a)&(b)

14 C.F.R. §91.405(a)

14 C.F.R. §91.407(a)(1)

14 C.F.R. §91.409(a)

14 C.F.R. §91.417(a)&(b)

14 C.F.R. §91.7(a)(2)

14 C.F.R. §91.9(b)(2)

14 C.F.R. §119.121

Description of Relief Sought:

Petitioner seeks relief from the requirements of 333 Aircraft Exemption Status, 14 CFR

45.23(b); 14 CFR Part 21; 14 CFR 61.113(a)&(b); 91.7(a); 91.9(b) (2); 91.103(b); 91.109; 

119.121; 91.151(a); 91.203(a)&(b); 91.405(a); 91.407(a) (1); 91.409(a) (2); 91.417(a)&(b) to 

conduct UAS operations over DWSussman Photography’s Client’s owned or controlled land, 

solely during daylight hours, to assist in video/photography of real estate, historical buildings 

and Charlotte Harbor area for purposes of attracting tourism and economic development for 

the County. In general, UAS operations are intended to be conducted in areas remote from 

both congested areas and airports. The nature of operations anticipated by DWSussman 

Photography requires that the UAS be flown at relatively low altitudes. DWSussman 

Photography expects that, in most instances, the UAS will be flown less than 75 feet from the 

highest structure along the path of the UAS and in no instances will be flown higher than 400 

feet above the ground. Accordingly, the risk of interference with other aircraft is minimal.
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Appendix B

DWSussman Photography – Operating Documents

Flight Operation & Procedures Manual 

DJI – PHANTOM 3 PRO 

DJI - Phantom 3 Pro model W323

Airframe – P76DCE29011029

TABLE OF CONTENTS Page Number

1

A. Important Contact Information 

B. Training 2

C. Flight, Safety and Maintenance Checklists 2-5

D. Flight and Training logs 6

E. Flight Operations Warning Sign 6

F. DJI Phantom 3 - Operating Manual 6

G. Maintenance Records 6
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A. CONTACT INFORMATION 

 Punta Gorda Police Department: (941) 639-4111

 Punta Gorda Fire Department: (941) 575-5529

 FAA numbers

a. NTSB: 1-844-373-9922 or (202) 314-6000

b. AFS-80: 1-866-835-5322

c. DSFO: (813) 287-4900 (Tampa)

 Punta Gorda Airport: (941) 639-1101

B. TRAINING

 DJI - Phantom 3 Pro model W323 Operator Training

o Training provided through DJI and UAV Coach online training for same make 

and model:

http://uavcoach.com/how-to-fly-a-quadcopter-guide/

 Additional training provided through YouTube educational Drone Fly Sites for DJI 

 DJI App Simulator

 DJI App Training Videos

C. CHECKLISTS

Preflight Checklist

 DJI Pilot App connected and functioning

 Transmitter Firmware up-to-date

 Pilot APP Volume Max

 Transmitter Mode Switched Set

 Phantom Firmware up-to-date

 Exterior inspection

 Gimbal Guard Removed

 Batteries Fully charged

 Props tight

 ND Filter if needed

 SD Card

 Set Tablet brightness to maximum or as needed
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 Antenna positions parallel and tilted up

 Turn transmitter/controller on

 Phantom power on

 Tablet power on and connect USB to transmitter/controller

 Compass calibration if needed

 GPS Lock

 RTH altitude set

 Set Clear Frequency if needed

 Brief VO on flight plan/operations and safety

 Clear launch area

Start Up/Inflight Checklist

 Warn bystanders and inform VO of intent to lift off

 Lift & Hover 10 feet briefly for flight check

 Verify expected stick operation

 Monitor battery power

 Keep line-of-sight

 Monitor Signal Strength

 Monitor Battery Strength Don’t exceed less than 30% remaining power

Landing Checklist

 Ensure landing site is clear of all obstacles and personnel 

 Fly UAS back to landing area

 Hover at 10 feet to inspect for damages

 Slowly descend to landing site

 1

st turn off batteries to airframe, then controller and last tablet

Post Flight Check List

 Phantom power off

 Remote Controller power off

 Tablet power off

 Check for loose parts

 Check props for crack or nicks

 Install Gimbal Guard if not flying again

 Check area for equipment left behind

 Debrief VO on any mission problems

Maintenance Checklist

 Smart Battery

o Check the battery for damage and deformities. If there are any signs of damage 

to the battery, stop using it and discharge the battery to 10% or below for 

disposal. Do not disassemble the battery for any reason.
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o Check the battery pins and rub them clean with an eraser if any residue is 

observed. This will help to ensure a more reliable connection.

o Check the metal battery power connectors for damage. If the connectors appear 

burnt, try to clear them. This can be done by inserting a piece of sandpaper 

(1mm thick) into the connectors to polish the metal.

o Check the contact pins in the battery compartment to ensure that the pins are 

clear. They should be able to establish easy contact with the battery connectors 

and should not be bent.

o Check the electrodes on the battery. If they appear burnt, polish them with 

sandpaper. If there is serious erosion, send the battery in for repairs.

o Check the plastic components of the battery bracket to see it is in good condition 

and that all screws are secure. This prevents the battery from becoming loose 

during flight.

o Check the power cables between the arms and the center plate, if the cables are 

worn, contact DJI to arrange repairs.

o For long term storage, please refer to the “Intelligent Flight Battery Safety 

Guidelines” and check the battery once a month to prevent the battery cell from 

being damaged.

o Run the DJI Pilot App to confirm that all battery cells are at similar voltage levels 

and stay at the same level when the battery is fully charged. If all cells maintain 

voltage levels above 3.7V but any cell is 0.2V higher or lower than the others, 

contact DJI for analysis. You can also check the battery cell warning history. If 

any warning are reported, contact DJI.

 Aircraft

o Confirm that all the screws are still adequately tightened.

o Check the aircraft for breaks or damage. If there is any reason to believe that 

detectable damage might affect flight safety, consult with DJI Support.

o Check the pads on the bottom of landing gears. If they are loose, replace or 

secure them with 502 glue.

o Ensure that there are no obstructions on or around the GPS module or around 

the antennas on the landing gear. Remove any obstacles (such as tapes, decals 

or stickers with conductive material) that might affect or block the signal.

 Motors

o Check the rotors to confirm that they have not become loose.

o Detach the propellers and start the motors. Listen carefully. If there is any 

abnormal noise, please replace the motors. This may be a sign that the bearings 

have been worn out.

o Detach the propellers and start the motors. Carefully examine the edge of the 

rotor and confirm that the shaft is perfectly centered on the motor. Check for 

any abnormal or excessive vibration. If any problems are detected, contact DJI 

Support to order replacement motors.

o Check for deformities by confirming that the gap between the motor and motor 

base is even. If not contact DJI Support to order replacement motors.
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o Ensure that the screws used to secure the motor base are tight and the plastic 

components around the motors are in good condition. If not please tighten the 

screws and contact DJI to repair any broken plastic components.

 Propellers

o Check the propellers. If there is any bending, breakage or cracking on a propeller, 

do not use it.

o Attach the propeller to the motor, turn on the aircraft, and place it on the 

ground. Stand 1 meter away from the aircraft and observe the rotating 

propellers. If you can see two distinct propeller outline layers, when looking at a 

spinning propeller from the side, this propeller is damaged and should not be 

used.

 IMU

o Open DJI Pilot app to check the condition of the IMU and perform an advanced 

IMU calibration. Please place the aircraft in a cool environment and on a flat, 

stable surface (if the landing gear is damaged, support the aircraft with four 

objects of equal height). Do not touch the craft during the calibration.

o Turn on the aircraft and listen for any abnormal noise or vibration from the fan 

located on the front of the aircraft. If any irregularity is detected, replace the fan.

 Control and Video Transmission System

o Check the 4 antennas on the landing gear to ensure that they are secure. Also 

check for any bending or damage.

o Check the antennas of the remote controller for damage.

o Check the neck strap for damage or wear, replace if necessary.

 Gimbal and Camera

o Confirm that the gimbal is able to properly stabilize itself. If its stabilizing 

performance deteriorates, contact DJI to arrange repairs.

o Listen for any abnormal noise from the fan when the gimbal is turned on. This 

may indicate unusual vibration and the fan should be replaced.

o Check rubber vibration dampers for positioning and tears.

o Check two plastic security pins for positioning and placement

 Vision Positioning System

o Check the lens of the camera. If any dirt or residue is detected, gently clean the 

lens.

o Check for and remove objects that might block the sensors.

o Ensure that the Vision Positioning System is securely installed on the aircraft.

o Detach the propellers and turn on the aircraft. Hold the aircraft 1-2 meters 

above a surface with rich patterns, under good lighting conditions. Change the 

Flight Mode switch to P Mode on the controller and check the DJI Pilot app. If 

the app displays an altitude value and indicates that P-OPTI mode is active, the 

Vision Positioning System should function normally.
15

D. FLIGHT AND TRAINING LOGS

o Located with DJI - Phantom 3 Pro model W323

E. FLIGHT OPERATIONS WARNING SIGN

o Located with DJI - Phantom 3 Pro model W323

UAS WArning 

Sign_DWS.pptx

F. DJI PHANTOM 3 PRO – OPERATING MANUAL

o Located with DJI - Phantom 3 Pro model W323

DJI_Phantom_3_Prof

essional_User_Manual_v1.0_en.pdf

G. MAINTENANCE RECORDS

o Located with DJI - Phantom 3 Pro model W323

Operating Documents Reviewed Annually and updated by: ____________________ 

Date___________