September 21, 2015

U.S. Department of Transportation

Federal Aviation Administration

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Re: Ryan Martin DBA Aerotech ­ Petition for Exemption Request Under Section 333 of the FAA

Reform Act of 2012 and Part 11 of the Federal Aviation Regulations

SUMMARY GRANT REFERENCES

1. FAA Exemption No. 11837, Regulatory Docket No. FAA­2015­1157 in the matter of the

petition of AVANT UNMANNED AERIAL SOLUTIONS LLC

2. FAA Exemption No. 12372, Regulatory Docket No. FAA­2015­1955 in the matter of the

petition of CATERPILLAR INC

3. FAA Exemption No. 11062, Regulatory Docket No. FAA­2014­0352 in the matter of the

petition of ASTRAEUS AERIAL

4. FAA Exemption No. 11227, Regulatory Docket No. FAA­2014­0678 in the matter of the

petition of ENVIROMINE INC

5. FAA Exemption No. 12646, Regulatory Docket No. FAA­2015­1602 in the matter of the

petition of MEASURE, A 32 ADVISORS COMPANY, LLC

6. FAA Exemption No. 12732, Regulatory Docket No. FAA­2015­1831 in the matter of the

petition of LOCKHEED MARTIN

Dear Sir or Madam,

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 and 14

C.F.R. Part 11, Ryan Martin, Doing Business As (DBA) Aerotech, and operator of small

Unmanned Aircraft Systems (“UAS”), and hereafter referred to as the “petitioner”, seek an

exemption from the Federal Aviation Regulations (“FARs”) listed below so long as such

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

established by the FAA, to permit commercial operation of Unmanned Aircraft Systems to

acquire aerial data.

The (8) UAS proposed for use by the petitioner are the DJI Inspire 1, DJI Phantom 3

Professional, DJI Phantom 2 Vision +, 3DR Solo, 3DR Iris +, 3DR X8, 3DR Aero, and Event38

E384. The petitioner’s operations will be conducted under safeguards described in this petition

and as may be further established by FAA.
As of September 14th, 2015, the FAA has granted 1,546 Section 333 exemptions for

various commercial entities and individuals for the purposes of aerial data collection serving a

wide array of industries including, but not limited to utility, telecommunications, search and

rescue, construction, oil and gas, mining, and real estate. In issuing the Section 333 Grants,

FAA found that, “the enhanced safety achieved using an unmanned aircraft (UA) with the

specifications described by the petitioner...gives the FAA good cause to find that the UAS

operation enabled by this exemption is in the public interest.” (see e.g., Exemption No. 11227 at

6). The same public interest and safety justifications apply to the petitioner’s exemption petition,

and should enable the FAA to grant the petitioner’s exemption petition on an expedited basis.

As described more fully below, the requested exemption would permit the petitioner to

operate the proposed UAS under controlled conditions in the United States. The petitioner’s

proposed UAS are small, weighing 55 lbs. or less fully loaded, and under normal conditions, will

operate at speeds of 50 knots or less.

I. PETITIONER

The petitioner is a small business owner, and has 12 years experience in the

construction, and oil and gas industries. The past 4 years, the petitioner has been employed in

the oil and gas industry in an engineering role. The petitioner has formal training with the UAS,

and many hours of UAS experience.

The ability of the petitioner to utilize UAS in the requested applications will supplement or

supplant human workers in performing data collection in areas that pose risk to human health

and safety, and the environment. In addition, UAS operations can substitute aerial data

collection currently conducted with significant expense and risk by way of fixed or rotary winged

manned aircraft, manned lifting devices, manned climbing, etc. These savings by UAS result in

enhanced safety, efficiency, productivity, and environmental benefits. The UAS proposed to fly

in these applications weigh under 55 lbs., and carry no combustible material or people on board.

This presents a significant increase in safety to flight crew, the national airspace system

(“NAS”), and people on the ground over manned fixed and rotary winged aircraft, and manned

lifting devices.

As detailed in this document, the requested exemption would permit the operation of

UAS under controlled conditions in the United States. Approval of this exemption would thereby

enhance safety and fulfill the Secretary of Transportation’s responsibilities to “...establish

requirements for the safe operation of such aircraft systems in the national airspace system.”

Section 333(c) Reform Act.
All communications regarding the petitioner’s exemption petition should be directed to:

Ryan Martin

DBA Aerotech

8200 N. Laurelglen Blvd. Apt. 2110

Bakersfield, Ca 93311

Ph: 661­889­0132

Email: ryan@aerotechuas.com

II. SECTION 333

The petitioner’s exemption petition is consistent with Congress’s goal set forth in Section

333 of the FMRA, which directs the Secretary of Transportation to consider whether certain UAS

may operate safety in the NAS before completion of the rulemakings required under Section

332 of that legislation. In making this determination, the Secretary is required to determine

which types of UAS do not create a hazard to users of the NAS or the public, or pose a threat to

national security in light of the following: (1) the UAS size, weight, speed, and operational

capability; (2) operation of the UAS in close proximity to airports and populated areas; and (3)

operation of the UAS within visual line of sight of the operator (see FMRA § 333(a)). To

implement Section 333, FAA has the authority to issue exemptions from its safety regulations

and minimum standards when the Administrator decides a requested exemption is in the public

interest (see 49 U.S.C. § 106(f) and U.S.C. § 44701(f)).

The petitioner’s proposed UAS operations meet the requirements of, and qualify for

expedited approval under, Section 333. The petitioner’s UAS weigh 55 lbs. or less, will operate

at less than 400 feet above ground level (AGL) within visual line of sight (VLOS) at speeds of no

more than 50 knots. Operations conducted under these safeguards will provide at least an

equivalent level of safety compared to the current regulatory structure. They will also provide an

environmental impact benefit over manned aircraft because the petitioner’s UAS will draw their

power from rechargeable batteries, as opposed to the hundreds of pounds of fossil fuels burned

in the operation of manned aircraft that are thousands of times heavier. Lastly, the petitioner’s

operations will not “create a hazard to users of the national airspace system or the public or

pose a threat to national security” due to the small size of the UAS and the restricted areas in

which they will operate. (see e.g., Exemption No. 11062 at 8 (citing FMRA § 333(b))).

III. UAS AND OPERATIONAL DESCRIPTION

The petitioner seeks to commercially operate a variety of UAS weighing less than 55

pounds including payload in the United States for the purpose of acquiring aerial data. The

Appendix attached to this exemption petition lists the aircraft operations manuals that the
petitioner proposes to use. As the operator of these aircraft, the petitioner is committed to the

following conditions and limitations on its operations. The petitioner understands that failure to

comply will be grounds for the immediate suspension or rescission any exemption granted.

1. Operations are limited to the UAS listed in the Appendix.

2. Operations for the purpose of closed­set motion picture and television filming are not

contemplated.

3. The aircraft will not be operated at a speed exceeding 87 knots (100 miles per hour).

In no case will the aircraft be operated at airspeeds greater than the maximum aircraft operating

airspeed recommended by the aircraft manufacturer.

4. The aircraft will be operated at an altitude of no more than 400 feet above ground

level (AGL). Altitude must be reported in feet AGL.

5. The aircraft will 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 U.S. driver’s license.

6. All operations will utilize a visual observer (VO). The aircraft will be operated within the

visual line of sight (VLOS) of the PIC and VO at all times.

7. All operating documents needed to operate the UAS and will be accessible during

UAS operations and made available to the Administrator upon request. The operator will also

present updated and revised documents if it petitions for extension or amendment.

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, will undergo a functional

test flight prior to conducting further operations.

9. The petitioner is responsible for maintaining and inspecting the UAS to ensure that it

is in a condition for safe operation.

10. Prior to each flight, the PIC will conduct a pre­flight inspection and determine the

UAS is in a condition for safe flight.

11. The petitioner will follow the UAS manufacturer’s maintenance, overhaul,

replacement, inspection, and life limit requirements for the aircraft and aircraft components.

12. Each UAS operated under this exemption will comply with all manufacturer safety

bulletins.

13. The PIC will hold a UAS flight training certificate, in some cases training directly from

the aircraft manufacturer, and a valid U.S. driver’s license issued by a state, the District of

Columbia, Puerto Rico, a territory, a possession, or the Federal government.

14. The petitioner will not permit any PIC to operate unless the PIC demonstrates the

ability to safely operate the UAS in a manner consistent with how the UAS will be operated to

acquire aerial data, including evasive and emergency maneuvers and maintaining appropriate

distances from persons, vessels, vehicles and structures. PIC qualification flight hours and

currency will be logged in a manner consistent with 14 CFR § 61.51(b). The petitioner will

operate flights for the purposes of training the petitioner’s PICs and VOs (training, proficiency,

and experience building) and determining the PIC’s ability to safely operate the UAS.

15. 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).
16. The aircraft will not operate within 5 nautical miles of an airport reference point (ARP)

as denoted in the current FAA Airport/Facility Directory (AFD) or for airports not denoted with an

ARP, the center of the airport symbol as denoted on the current FAA­published aeronautical

chart, unless a letter of agreement with that airport’s management is obtained or otherwise

permitted by a COA.

17. The aircraft will 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.

18. If the UAS loses communications or loses its GPS signal, the aircraft will return to a

predetermined location.

19. The PIC will abort the flight in the event of unpredicted obstacles or emergencies.

20. The PIC will be prohibited from beginning a flight unless (considering wind and

forecast weather conditions) there is enough available power or fuel for the aircraft to conduct

the intended operation and to operate after that for at least five minutes or with the reserve

power or fuel recommended by the manufacturer if greater.

21. All operations shall be conducted in accordance with an ATO­issued COA if the

blanket COA does not cover the intended operation.

22. All aircraft operated 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.

23. Documents used by the petitioner to ensure the safe operation and flight of the UAS

and any documents required under 14 CFR §§ 91.9 and 91.203 will be available to the PIC at

the Ground Control Station of the UAS any time the aircraft is operating.

24. The aircraft will remain clear and give way to all manned aviation operations and

activities at all times.

25. The UAS may be operated by the PIC from a moving device or vehicle; however,

specific requests will be made via subsequent COA.

26. All flight operations will 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 aircraft or debris in the event of an

accident; or b. The owner/controller/operator of any vessels, vehicles or structures has granted

permission for operating closer to those objects and the PIC has made an assessment of the

risk of operating closer to those objects and determined that it does not present an undue

hazard.

27. The PIC, VO, operator trainees or essential persons will not be considered

nonparticipating persons under this exemption.

28. All operations conducted over private or controlled­access property will be conducted

with the permission from the property owner/controller or authorized representative. Permission

from property owner/controller or authorized representative will be obtained for each flight to be

conducted.

29. 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 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.

IV. REGULATIONS FROM WHICH AN EXEMPTION IS REQUESTED

The Petitioner requests an exemption from the following regulations to the extent

necessary to conduct the operations described in this petition:

● 14 C.F.R Part 21, Subpart H

● 14 C.F.R. § 45.23(b)

● 14 C.F.R. §§ 61.113(a) and (b)

● 14 C.F.R. § 91.7(a)

● 14 C.F.R § 91.9(b)(2)

● 14 C.F.R § 91.103

● 14 C.F.R § 91.109

● 14 C.F.R. § 91.119

● 14 C.F.R. § 91.121

● 14 C.F.R. § 91.151(a)

● 14 C.F.R § 91.203(a) and (b)

● 14 C.F.R. § 91.401 through § 91.417

The following subsections describe the petitioner’s request for an exemption from each

of these regulations and demonstrate how the petitioner’s operations will provide for at least an

equivalent level of safety compared to the current regulatory structure that applies to manned

aircraft.

A. 14 C.F.R Part 21, Subpart H ­ Airworthiness Certificates

Subpart H, establishes the procedural requirements for the issuance of airworthiness

certificates as required by FAR §91.203(a)(1). Given the size and limited operating area

associated with the aircraft to be utilized by the petitioner, an exemption from Part 21 Subpart H

meets the requirements of an equivalent level of safety under Part 11 and Section 333 of the

Reform Act. The Federal Aviation Act (49 USC §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 UAS. 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 operating with an airworthiness certificate without the restrictions and

conditions proposed.
Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

B. 14 C.F.R. § 45.23(b) ­ Display of Marks; General

This regulation requires that certain experimental, provisionally certified aircraft, or light

sport category aircraft to be marked with letters between 2 inches and 6 inches high “limited”,

“restricted,” “light­sport,” “experimental,” or “provisional,” near each entrance to a cabin, cockpit

or pilot station. Even though the UAS will have no airworthiness certificate, an exemption may

be needed as the UAS will have no entrance to the cabin, cockpit or pilot station on which the

word “Experimental” can be placed. Given the size of the UAS, 2 inch lettering may be

impossible. The petitioner will mark the UAS as practicable.

Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

C. 14 C.F.R. §§ 61.113(a) and (b) ­ Private Pilot Privileges and Limitations: Pilot in

Command

Sections 61.113(a) and (b) limit private pilots to non­commercial operations. Because

the UAS will not carry pilots or passengers, the proposed operations can achieve the equivalent

level of safety of current operations by requiring the pilot operating the aircraft to have

completed a UAS flight­training course. Unlike a conventional aircraft that carries the pilot and

passengers, the UAS is remotely controlled. The area of operation is controlled and restricted,

and all flights are planned and coordinated in advance. In addition, while a pilot license is

helpful, it does not ensure remote piloting skills. The risk of operating a UAV are much less than

the risk levels of operating a manned aircraft engaged in commercial activities as outlined in 14

CFR part 61. As such an exemption from 61.113a) and (b) Private Pilot Privileges and

Limitations: Pilot in Command is requested.

Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

D. 14 C.F.R. § 91.7(a) ­ Civil Aircraft Airworthiness

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

condition. As there will be no airworthiness certificate issued for the aircraft the petitioner

contemplates operating, should this exemption be granted, no FAA regulatory standard will exist

for determining airworthiness. Given the size of the aircraft and the operational restrictions put

on the aircraft, an equivalent level of safety will be provided.

Similar requests have been granted: see e.g., Exemption No. 12732, 12646, 11837, and 12732.
E. 14 C.F.R. § 91.9(b)(2) ­ Civil Aircraft Flight Manual, Marking, and Placard

Requirements

The UAS, given its size and configuration has no ability or place to carry such a flight

manual on the aircraft, not only because there is no pilot on board, but because there is no

room or capacity to carry such an item on the aircraft. The equivalent level of safety will be

maintained by keeping the Operating Manuals at the ground control point where the pilot flying

the UAS will have immediate access to it.

Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

F. 14 C.F.R. § 91.103 ­ Preflight Action

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

ensure the safety of flight. An exemption is needed from this requirement, as the pilot will take

separate preflight actions, including checking for weather conditions, checking flight battery or

fuel requirements, checking takeoff and landing distances, and all other actions in the Operating

Manual and safety checklists. These actions will provide an equivalent level of safety.

Similar requests have been granted: see e.g., Exemption No. 12646.

G. 14 C.F.R. § 91.109 ­ Flight Instruction; Simulated Instrument Flight and Certain

Flight Tests

Section 91.103 provides 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. By design, UAS do not have fully functional dual controls. Flight control is

accomplished through the use of a control box that communicates with the aircraft via radio

communications. The equivalent level of safety is provided by the fact that neither a pilot nor

passengers will be carried in the aircraft, there is the ability to control the UAS via radio signals

from the controller, and lastly by the size and speed of the aircraft.

Similar requests have been granted: see e.g., Exemption No. 11837, and 12646.

H. 14 C.F.R. § 91.119 ­ Minimum Safe Altitudes; General

Section 91.119 establishes safe altitudes for operation of civil aircraft. The UAS will

never operate at altitude higher than 400 feet above ground level, and all operations will occur

during daylight hours under Visual Meteorological Conditions (VMC) only. The equivalent level
of safety will be achieved given the size, weight and speed of the UAS as well as the location

where it is operated. No flight will be taken without the permission of the property owner.

Because advance notice to the property owner and any onsite personnel, as well as the

precautions outlined below, all affected individuals will be aware of the planned flight operations.

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

other than the pilot in command (PIC) or visual observer (VO)), vessels, vehicles and structures,

unless operations do not present an undue hazard. The UAS will remain within visual line of

sight of the PIC or VO. Flight operations will be conducted at least 5 miles from an airport. The

PIC or VO will provide notification to the local Flight Standards District Office and airport

controller of all operations within 5 miles of an airport. The FAA will have advance notice of all

operations through the filing of notices­to­airmen. Compared to flight operations with aircraft or

rotorcraft weighing far more than the UAS proposed herein, any risk associated with our

operations is far less than those presently presented with helicopters and other conventional

aircraft operating at or below 500 feet above ground level. In addition, the low­altitude

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

of conventional aircraft that must comply with Section 91.119.

Similar requests have been granted: see e.g., Exemption No. 11837, and 12646.

I. 14 C.F.R. § 91.121 ­ Altimeter Settings

This regulation requires each person operating the 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.” As the UAS may not have a barometric

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

level of safety will be achieved by the PIC confirming the altitude of the launch site shown on the

GPS altitude indicator before flight via the ground control station.

Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

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

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

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

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

day, to fly after that for at least 30 minutes; or (2) At night, to fly after that for at least 45

minutes.” But provided certain operational parameters are established, FAA has found that good

cause exists for granting exemptions from this provision for operations in a multitude of

contexts. The petitioner will be operating UAS less than 55 pound controlled environments at

speeds below 50 knots and within VLOS. Combined with the fact that the petitioner will not
conduct operations unless the UAS has enough available power to complete the intended

mission and return, relief from Section 91.151(a) is warranted.

Similar requests have been granted: see e.g., Exemption No. 12372.

K. 14 C.F.R. § § 91.203(a) and (b) ­ Civil Aircraft: Certifications Required

The UAS has no cabin, cockpit or pilot station and is operated without an onboard pilot.

Therefore, there is no ability or place to carry certification and registration documents or to

display them on the UAS. An equivalent level of safety will be achieved by keeping these

documents at the ground control point where the pilot flying the UAS will have immediate

access to them, to the extent they are applicable to the UAS.

Similar requests have been granted: see e.g., Exemption No. 12732, and 12646.

L. 14 C.F.R. § 91.401 through § 91.417 ­ Maintenance, Preventative Maintenance, and

Alterations

These regulations provided the maintenance and inspections requirements in reference

to Part 39 and Part 43. 91.405 (a) specifically states that “no person may perform maintenance,

preventive maintenance, and alterations on an aircraft other than as prescribed in this subpart

and other applicable regulations, including part 43 of this chapter.” The petitioner seeks full

exemption from these regulations due to the fact that these sections apply to an aircraft with an

airworthiness certificate for which the petitioner is already seeking exemption. An equivalent

level of safety will be achieved by using the proposed UAS operations and maintenance

manuals which provide instructions on regular and corrective maintenance. The petitioner will

be responsible for conducting and logging maintenance in accordance with these procedures.

The petitioner will test to confirm the UAS are suited for flight following any maintenance. Any

maintenance that the petitioner is not capable of performing, or covered in these procedures,

will be performed by the manufacturers. As a safety precaution, a preflight inspection of the

Unmanned Aircraft will be performed before each flight as outlined in the operating document.

Similar requests have been granted: see e.g., Exemption No. 11837.

V. PUBLIC INTEREST

Approval of exemptions allowing commercial operations of UASs for aerial acquisition of

data enhances safety while reducing risk. Manned aircraft in certain application such as pipeline

monitoring create a greater risk because the aircraft are much larger and carry an onboard

human pilot. In contrast, a UAS weighing 55 pounds or less will carry no passengers or crew
and, therefore, will not expose them to the risks associated with manned aircraft flights. In

addition, additional streams of aerial data will allow large commercial entities to make decisions

about how to best deploy ground resources and ensure the safety and cost­effectiveness of

their operations.

VI. EQUIVALENT LEVEL OF SAFETY

The petitioner proposes that the exemption requested herein apply to civil aircraft that

have the characteristics and that operate within the limitations listed herein. These limitations

provide for at least an equivalent or even higher level of safety to operations under the current

and proposed regulatory structure.

VII. PRIVACY

All flights will occur over private or controlled access property with the property owner’s

prior consent and knowledge. Images or video taken of individuals will have consented to being

filmed or otherwise they will be made anonymous.

VIII. NATIONAL SECURITY

Given the small size of the UAS involved and the restricted environment within which

they will operate, our petition presents no national security issue.
IX. FEDERAL REGISTER SUMMARY

Docket No.: No. FAA­2015­____

Petitioner: Ryan Martin DBA Aerotech “petitioner”

Part 21, Subpart H and §§ 45.23(b), 61.113(a) and (b), 91.7(a), 91.9(b)(2), 91.103, 91.109,

91.119, 91.121, 91.151(a), 91.203(a) and (b), 91.401 through 91.417 of Title 14, Code of the

Federal Regulations (14 CFR). Description of Relief Sought: The petitioner is seeking an

exemption to conduct commercial acquisition of aerial data using unmanned aircraft systems.

Based upon the foregoing, the petitioner requests that the FAA grant it the necessary

exemptions under Section 333 of the FAA Reform Act as requested herein to allow for

commercial operations of UAS within the United States.

Sincerely,

Ryan Martin DBA Aerotech

8200 N. Laurelglen Blvd. Apt. 2110

Bakersfield, CA 93311

SEE APPENDIX ON NEXT PAGE
X. APPENDIX ­ PROPOSED UAS OPERATIONS MANUALS

Due to the large file size of the operations manuals, the petitioner has supplied a list of

URLs to the operations manuals hosted on the manufacturers websites of the proposed UAS.

1. DJI Inspire 1 User Operation Manual Link

a. http://download.dji­innovations.com/downloads/inspire_1/en/Inspire_1_User_Man

ual_v1.4_en.pdf

2. DJI Phantom 3 Professional Operation Manual

a. http://download.dji­innovations.com/downloads/phantom_3/en/Phantom_3_Profe

ssional_User_Manual_v1.4_en_0915.pdf

3. DJI Phantom 2 Vision + Operation Manual

a. http://download.dji­innovations.com/downloads/phantom_2_vision_plus/en/Phant

om_2_Vision_Plus_User_Manual_v1.8_en.pdf

4. 3DR Solo Operation Manual

a. https://3drobotics.com/wp­content/uploads/2015/07/v4_07_07_15.pdf

5. 3DR Iris + Operation Manual

a. https://3drobotics.com/wp­content/uploads/2014/04/IRIS­Operation­Manual­v6.pd

f

6. 3DR X8 Operation Manual

a. https://3drobotics.com/wp­content/uploads/2015/04/X8­Operation­Manual­vC.pdf

7. 3DR Aero Operation Manual

a. https://3drobotics.com/wp­content/uploads/2014/10/AeroM­Operation­Manual­v1.

pdf

8. Event38 E384 Operation Manual

a. http://event38.wikispaces.com/file/view/E384­Ops­Manual­Web.pdf