July 6, 2015 

Docket Operations, M-30 

U.S. Department of Transportation (DOT) 

1200 New Jersey Avenue 

Room Wl2-140 

West Building Ground Floor 

Washington, DC 20590-000 I 

RE: Petition for Exemption under Section 333 FAA Modernization and Reform Act of 20 12 Public I 12-95 

February 14, 20 12, Section 333 

Dear Sir or Madam: 

Attached you will find Tecta America New England LLC's request for an exemption from the listed Federal 

Aviation Regulations to allow for commercial operations of its Small Unmanned Aircraft System ("sUAS") for 

aerial imaging of commercial property in connect with our roofing operations in New England and New York. 

With the ability to use sUASs in our process it can lead to more accurate valuation analyses provided by our 

company. 

Thank you for your time and consideration of expedition of this request. Should you have any questions or 

concerns please do not hesitate to contact me. 

Sincerely, 

Mike Jutras 

Enclosure: application 
Small Unmanned Aircraft Systems (

sUAS

) for aerial imaging for inspecting and/or recording of secured 

and controlled environment construction sites, proposed development sites, existing construction, 

overall inspections of property and aerial photography in connection with the roofing industry, so long 

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

established by the FAA as required by Section 333. 

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

controlled conditions in airspace that is 1) limited 2) predetermined 3) controlled as to access and 4) 

would provide safety enhancements to the already best practices safety protocols followed by Tecta 

America New England LLC at each one of its project sites. Approval of this exemption would thereby 

enhance safety and fulfill the Secretary of Transportation's (the FAA Administrator's) responsibilities to 

" ... establish requirements for the safe operation of such aircraft systems in the national airspace 

system." Section 333(c) of the Reform Act. 

This exemption request is exclusively for the use ofthe sUAS manufactured by OJ I, OJI Phantom 3 

Professional model, serial number P76DCFD16411. 

Regulations from which the exemption is requested: 14 C.F.R. Part 21 

14 C.F.R. 45.23(b) 

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

Exemption Applicant 

Tecta America New England LLC 

Attn: Mike Jutras 

2 Sterling Road 

N. Billerica, MA 01862 

{978) 436-9990- office 

(978) 436-9997- fax 

mjutras@tectaamerica.com- email 

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inaccessible to a real property appraiser. This type of inspection would greatly improve the ability to properly value the land and improvements being appraised. 

I. STATUTORY AUTHORITY FOR EXEMPTIONS 

The Federal Aviation Act expressly grants the FAA authority to issue exemptions. This statutory authority 

includes exempting civil aircraft, as the term is defined under §40101 of the Act, including UAS, from the 

requirement that all civil aircraft must have a current airworthiness certificate. The Administrator may 

grant an exemption from a requirement of a regulation prescribed under subsection (a) or (b) of this 

section or any sections 44702-44716 of this title if the Administrator finds the exemption in the public 

interest. 49 U.S .C. §44701 (f) See also 49 USC §44711(a); 49 USC §44704; 14 CFR 91.203(a) (1}. 

Section 333(b) of the Reform Act assists the Secretary in determining whether UAS may operate in the 

National Airspace System (NAS} without creating a hazard to the user, the public, or a threat to national 

security. In making this determination, the Secretary must consider: 

• The UAS's size, weight, speed, and operational capability; 

Whether the UAS operates within the visual line of sight of the operator 

• Whether the UAS operates outside of highly populated areas and away from close proximity to 

airports 

Reform Act §333(a). If the Secretary determines that a UAS "may operate safely in the national airspace 

system, the Secretary shall establish requirements for the safe operation of such aircraft in the national 

airspace system." ld. §333(c). 

Tecta America's sUAS is a multi-rotor vehicle, weighting 5 or fewer lbs. including payload. The sUAS 

operates under normal conditions at a speed of no more than 50 knots and has the capability to hover 

and move in the vertical and horizontal plane simultaneously. The sUAS will operate only in the pilot's 

visual line of sight at all times and will operate only within the recommendations described in the DJI 

Flight Manual, such operations will insure that the sUAS will "not create a hazard to users of the national 

airspace system or the public." Reform Act Section 333 (b). 

Given the small size of the sUAS involved and the restricted and sterile environment within which they 

will operate, this application falls within the zone of safety (an equivalent level of safety) in which 

Congress envisioned that the FAA must, by exemption, allow commercial operations of sUAS to 

commence immediately. 

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II PUBLIC INTEREST 

This exemption application is expressly submitted to fulfill Congress' goal in passing Section 333(a) 

through (c) of the Reform Act. This law directs the Secretary of Transportation to consider whether 

certain unmanned aircraft systems may operate safely in the NAS before completion of the rulemaking 

required under Section 332 of the Reform Act. By granting an exemption the FAA will fulfill Congress's 

intent of allowing UAS to operate with significant safety precautions in low risk environments. 

The use of sUAS on a construction or inspection site can significantly reduce the risk to workers of falls 

while inspecting a job site. The sUAS can inspect, photograph, and collect data on hard to get to areas 

that otherwise would require worker inspection or inhibit the inspection. Falls are the leading source of 

workplace fatality and injury on construction sites, and reducing falls through sUAS use for site imaging 

could reduce this risk. 

The UAS we propose to fly in this application are under five pounds and carry no combustible material 

on board, as opposed to the much larger conventionally powered small aircraft. 

lastly, UAS reduce the environmental impact by dramatically decreasing the energy used for aerial 

imaging and data collection over a construction site. Our sUAS uses rechargeable lithium ion batteries, 

as opposed to fossil fuels burned in operation of small aircraft that are many hundreds of times heavier. 

Ill EQUIVALENT LEVEL OF SAFETY 

Tecta America New England LLC proposes that the exemption requested herein apply to civil aircraft that 

have the characteristics and that operate with the limitations listed herein. These limitations provide for 

at least an equivalent or even higher level of safety to operations under the current regulatory structure 

because the proposed operations represent a safety enhancement to the already safe protocols 

followed on job sites and imaging and surveying operations conducted with helicopters and other 

conventional aircraft. Tecta America New England LLC will be bound by the following limitations when 

conducting its UAS operations under an FAA issued exemption: 

The sUAS will be less than 5 pounds. 

• Flights will be operated within visual line of sight of a pilot. 

Maximum total flight time for each operational flight will be 15 minutes. The sUAS calculates 

battery reserve in real time, and will return to its ground station with at least 20% battery power 

reserve should that occur prior to the 15 minute limit. 

Flights will be operated at an altitude of 200 feet AGL, never exceeding 400 feet AGL. 

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within the boundaries of the safety perimeter be present for this briefing. 

All onsite personnel will consent to the sUAS flyover on site by waiver, and the operator will 

obtain additional verbal or written consent of all persons who will be allowed within 100 feet of 

the flight operation. 

The pilot will have been trained in operation of sUAS generally and received up-to-date 

information on the particular sUAS to be operated as required by this document. 

Written and/or oral permission from the relevant property holders will be obtained. 

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

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

If the sUAS loses communications or loses its GPS signal, it will have capability to return to a predetermined location within the Security Perimeter and land. 

IV DESCRIPTION OF SPECIFIC REGULATIONS 

14 CFR Part 21, Subpart H: Airworthiness Certificates 14 C.F.R. §91203(a)(1) Subpart H, entitled 

Airworthiness Certificates, 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 Tecta America New England LLC, 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 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. Our sUAS will be operated at low speed in a controlled environment, at least five miles 

from an airport and a safe distance from any densely populated area. 

An analysis of these criteria demonstrates that the sUAS 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 helicopter) operating with an airworthiness certificate without the 

restrictions and conditions proposed. 

The sUAS to be operated hereunder is less than 5 lbs. fully loaded, carries neither a pilot nor passenger, 

carries no explosive materials or flammable liquid fuels, and operates exclusively within a secured area 

as set out in this document and the DJI manual. Like other civil aircraft, operations under this exemption 

will be tightly controlled and monitored by the operator, pursuant to this document and the DJI 

Manual's requirements, and under the requirements and in compliance with local public safety 

requirements, to provide security for the area of operation as is currently done on active job sites. 

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This regulation requires certain experimental, provisionally certificated 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 sUAS 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 sUAS, two-inch lettering will be impossible. The word "Experimental" will be placed 

on the fuselage in compliance with §45.29 (f). 

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

§45.29 (f) where the pilot, observer and others working with the sUAS will see the identification of the 

sUAS as "Experimental." The FAA has issued the following exemptions to this regulation: Exemptions 

Nos. 10700, 8738, 10167 and 10167 A. 

14 CFR 61.113 (a) & (b): Private pilot privileges and limitations: Pilot in command Sections 61.113 (a) & 

{b) limit private pilots to non-commercial operations. Because the sUAS will not carry a pilot 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 sUAS flight training course of 10 hours 

before flying a sUAS. Unlike a conventional aircraft that carries the pilot and passengers, the sUAS is 

remotely controlled with no living thing or cargo on board. The area of operation is controlled and 

restricted, and all flights are planned and coordinated in advance as set forth in this document. The risks 

associated with the operation of the sUAS are so diminished from the level of risk associated with 

commercial operations contemplated by Part 61 when drafted, that allowing operations of the sUAS as 

requested with a pilot who has met the minimum requirements of this document exceeds the present 

level of safety achieved by 14 C.F.R. §61.113 (a) & (b). 

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, should this exemption be granted, no 

FAA regulatory standard will exist for determining airworthiness. Given the size of the aircraft and the 

requirements contained in the DJI Manual for maintenance and use of safety checklists prior to each 

flight, as set forth in this document, an equivalent level of safety will be provided. 

14 CFR 91.9 (b) {2): Civil aircraft flight manual, marking, and placard requirements 

The sUAS, 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 flight 

manual at the ground control point where the pilot flying the sUAS will have immediate access to it. The 

FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 8737, 8738, 9299, 

9299A,9565,9565B, 10167, 10167A, 10602,32827,and10700. 

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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, sUAS 

and remotely piloted aircraft do not have fully functional dual controls. Flight control is accomplished 

through the use of a control box that communicates with the aircraft via radio communications. The FAA 

has previously approved exemptions for aircraft without fully functional dual controls. See Exemption 

Nos.5778K & 9862A. The equivalent level of safety provided by the fact that neither a pilot nor 

passengers will be carried in the aircraft, the ability to control the sUAS via radio signals from the 

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

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

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

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

helicopter complies with any route or altitudes prescribed for helicopters by the FAA. This exemption is 

for a multi-rotor craft that flies similarly to a helicopter, with vertical takeoff and vertical landing, which 

will typically operate at altitudes of 200 AGL, so an exemption may be needed to allow such operations. 

The sUAS will never operate at altitude higher than 400 AGL and will be in a restricted area with security 

perimeter, where buildings and people will not be exposed to operations without their pre-obtained 

consent. 

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

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

and/or local officials. Because of the advance notice to the property owner and any on site personnel as 

outlined in the Manual, all affected individuals will be aware of the planned flight operations. Compared 

to flight operations with aircraft or rotorcraft weighting far more than the maximum 5 lbs. proposed 

herein and carrying flammable fuel, any risk associated with our operations is far less than those 

presently presented with helicopters and other conventional aircraft operating at or below 500 AGL in 

the construction industry. In addition, the low-altitude operations of the UAS will ensure separation 

between theses UAS operations and the operations of conventional aircraft that must comply with 

Section 91.119. 

14 C.F.R. 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." 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 Safety Check list, confirming the altitude of the launch site shown 

on the GPS altitude indicator before flight. 

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Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with FAR 

91.151(a)). Operating the sUAS, in a controlled area where only people and property owners or official 

representatives who have signed waivers will be allowed, with Jess than 30 minutes of reserve fuel, does 

not engender the type of risks that Section 91.151(a) was intended to alleviate given the size and speed 

of the sUAS. Additionally, limiting sUAS flights to 15 minutes would greatly reduce the utility for which 

the exemption will be granted. An equivalent level of safety can be achieved by limiting flights to 15 

minutes, or enough battery reserve to ensure that the UAS lands at the ground station with at least 20% 

of battery power (as determined by the on board monitoring system and the pilot), whichever happens 

first. This restriction would be more than adequate to return the sUAS to its planned landing zone from 

anywhere in its limited operating area. Similar exemptions have been granted to other operations, 

including Exemptions 2689F, 5745, 10673, and 10808. 

14 CFR 91.203 (a) & (b): Carrying civil aircraft certification and registration The 

regulation provides in part: 

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

following: 

(1) An appropriate and current airworthiness certificate .... 

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

paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at 

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

(3) The sUAS fully loaded weighs no more than 5 lbs. and is operates without an on board pilot. 

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

display them on the UAS. 

(4) An equivalent level of safety will be achieved by keeping these documents at the ground flight 

control point where the pilot flying the sUAS will have immediate access to them, to the extent 

they are applicable to the sUAS. The FAA has issued numerous exemptions to this regulation. A 

representative sample of other exceptions includes Exemption Nos. 9565, 9665, 9789, 9789A, 

9797, 9797A, 9816A, and 10700. 

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

These regulations require that an aircraft operator or owner "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 ... ," and 

others shall inspect or maintain the aircraft in compliance with Part 43. 

Given that these section and Part 43 apply only to aircraft with an airworthiness certificate, these 

sections will not apply to Tecta America New England. Maintenance will be accomplished by the 

operator pursuant to the flight manual and operating handbook as referenced in this document and the 

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should it be determined that publication is needed: 

Applicant seeks an exemption from the following rules: 14 C.F.R. §21, subpart H; 14 C.F.R 45.23(b);14 

C.F.R. § § 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) 

and (b); 91.405 (a); 91.407 (a) (1); 91.409 (a) (2); 91.409 (a) (2) and 91.417 (a) & (b) to operate 

commercially a small unmanned vehicle (55 lbs. or less) in construction operations. Approval of 

exemptions allowing commercial operations of sUASs in the roofing industry enhances safety while 

reducing risk. Manned aircraft monitoring and surveying creates a greater risk because the craft are 

much larger, have combustible fuel, and carry an onboard human pilot. In contrast, a sUAS weighing 

fewer than 5 lbs. and powered by batteries eliminates virtually all of that risk given the reduced mass 

and lack of combustible fuel carried on board. 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 sUASs, weighting less than 5 lbs., conducted in the strict conditions outlined above, will 

provide an equivalent level of safety supporting the grant of the exemptions requested herein, including 

exempting the applicant from the requirements of Part 21 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. 

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Max. Descent Speed Max. Speed Max. Flight Altitude 

Max. Flight Time 

Operating Temperature 

GPS Mode 

Gimbal 

Controllable Range 

Vision Positioning Velocity Range 

Altitude Range 

Operating Range 

Operating Environment Camera 

3 m/s 

16 m/s (A Til mode. no wind) 

6000m 

Approximately 23 minutes 

ooc to40°C 

GPS/GLONASS 

Pitch: - 90° to + 30° 

< 8 m/s (2 m above ground) 

30cm-300cm 30cm-300cm 

Brightly lit (lux > 15) patterned surfaces 

Sensor Sony EXMOR 1/2.3" Effective pixels:12.4 M (total pixels: 12.76 M) 

Lens FOV 94° 20mm(35mm format equivalent ) f/2.8 

ISO Range 100-3200(video) 100-1600(photo) 

Electronic Shutter Speed Bs -1/BOOOs 

Image Max. Size 4000 x 3000 

Single shot 

Still Photography Modes 

Supported SO Card Types 

Video Recording Modes 

Max. Bitrate Of Video 

Storage Supported File Formats 

Operating Temperature 

Range 

Burst shooting: 3/5{7 frames 

Auto Exposure Bracketing (AEB): 3/5 

Bracketed frames at O.?EV Bias 

Time-lapse 

Micro SO 

Max. capacity: 64 GB. Class 10 or UHS-1 rating required 

FHD: 1920x1080p 24/25/30/48/50/60 

HD:1280x720p 24/25/30/48/50/60 UHD: 3840x2160p 4096X2160p 

60Mbps 

FAT32/exFAT 

Photo: JPEG. DNG 

Video: MP4/MOV (MPEG-4 AVC/H.264) 

0°C to400C 

9 
Mobile Device Holder 

Transmitter Povver(EIRP) 

Working Voltage 

Charger 

Voltage 

Rated Power 

Tablets and smartphones 

FCC: 20 dbm; CE:16 dbm 

1.2 A @7.4 V 

17.4V 

57W 

Intelligent Flight Battery ( PH3-4480 mAh-15.2 V ) 

Capacity 

Voltage 

Battery Type 

Energy 

Net Weight 

Operating Temperature 

Max. Charging Power 

Maintenance 

4480mAh 

15.2V 

LiPo 4S 

68Wh 

365g 

-100C- 40°C 

100W 

To ensure safe operational control a maintenance schedule will be followed, a personal tailored 

maintenance manual has been created, and quality replacement part will be used. 

Before and after every flight, the multi-rotor's operational condition will be inspected for 

damage and deterioration, paying attention to the props for damage, cracks or ware and the 

UASs fuselage for damage. If damage, cracks or unusual ware is detected the flight will be 

suspended until proper repairs have been made using the manufactures approved replacement 

parts and/or approved repair facilities 

There is no intention in modifying aircraft beyond factory specifications. The sUAS will be in 

compliance with the FAA airworthiness regulations. 

Propeller guards: Propeller guards such as the DJI manufactures guards will always be in use during 

commercial flights. 

Spotter: To ensure safety, the property owner, a contractor, or another party, will be on site to review 

and observe hazards before and during t he flight. 

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Return-to-Home Feature: In the event the DJI Phantom 3 loses signal or runs critically low on battery the 

sUAS has a GPS controlled return to home feature. The "home" is set upon flight startup. 

Flying in Confined Areas: There is a high probability of flying in confined spaces, around residential 

properties. The PIC and spotter will be in constant communication by two way radio, cell phone, or other 

approved FAA communications device when geographically separated during flight to ensure awareness 

of obstacles, hazards and sUAS location. 

Line of Site: The sUAS will always be within the unaided line of site of the pilot and spotter. If the sUAS 

cannot be seen the return home failsafe will be used to regain visual control. 

Height: Fights will not exceed 400ft. AGL at any time. 

Potential Hazards 

The following are potential hazards that may, or may not be, present during flight operations. The PIC 

and spotter will make every attempt to be aware of: 

• Other sUASs 

• Homes, commercial buildings, out buildings, low and high voltage power lines Drrees, shrubs, 

and hedges 

Automobiles and other mechanical vehicles 

Wildlife 

Rivers, lakes, ponds, and other bodies of water 

Unaccounted for people 

Unaccounted for animals 

Privacy Concerns 

During flight operations privacy concerns are of high priority. With each commercial flight a signed 

agreement, will be in place. The property owner or authorized agent will sign a letter authorizing the 

video and photography service performed by Tecta America New England LLC. 

During each flight operation, the sUAS PIC will be extremely mindful of neighboring parcels to not film, 

record, or take pictures of people and property without their written & signed consent. In regards to 

homes that are within residential neighborhoods, it is easy for the camera's field of view to record and 

take pictures of homes and properties that are not intended to be advertised for sale. As the sUAS 

11 
provide such information. 

People looking to purchase and/or sell a home, or a property, with a view, or on waterfront, want to see 

the home or property from an aerial perspective. This is part of property characteristics and what helps 

determine the overall value ofthe property. In addition, even though neighboring parcels might be 

shown in the picture and video, the neighboring properties will only be included if is necessary to the 

subject property's final video or still photography. 

Pilot Qualifications 

The current PIC, Greg Wilkinson, maintains a flight log the presently contains 10 hours of flight training 

for the DJI Phantom 3 Professional sUAS. In addition, the current, and any future PIC, will adhere to the 

following: 

The Pilot in command will be familiar with current FAA regulations regarding UAS commercial 

usage. 

The Pilot in command will have sufficient eye sight (with or without corrective lenses and 

without the aid of binoculars) to see and operate the UAS at the distances necessary for the 

purpose of the flight. 

Pilot will be in good health. 

• New Pilots in training will shadow and act as the Pilot in Command Spotter for 1 month or for a 

minimum of 10 hours prior to first flight. 

New Pilots will demonstrate a workable knowledge of the sUAS and proficiency in operational 

control at all times. 

Pilots in training will watch online training videos to further enhance their skills. 

Each pilot will follow set flight plans and schedules and be aware of current FAA regulations. 

12 
tablet app. 

4. If required, use VHF aviation transceiver, 

to contact tower of field if closer than 5 

NM. 

5. Inform tower I CTAF of UAS ops! location, 

and max height of flight. 

1. Remove transmitter. 

2. Router - On 

3. Transmitter - On 

4. Toggle Switches- Full Up 

5. VIdeo Monitor - On 

6. Remove UAS from case. 

7. Gimbal Lock & Lens Cap- Removed 

8. Micro-SO card - Inserted. 9. UAS Battery- Inserted 

1 0. Place UAS in clear and safe launch and 

recovery position If it returns to home. 

11. UAS Battery - On 

12. Wifi Connection to Monitor - Verified 

13. OJI Application- Load 

14. OJI application- Connect to Camera 

15. SO Card - Format 

16. Camera • Full Up 

17. Satellite Connections- Verified 

18. Charge Levels - Safe for Flight 

19. Video Recording - Start 

20. Takeoff 

Authorization to Record Video and Still Photography 

On file with Tecta America New England LLC 

13 

1. Camera - Full Up 

2. Video Recorder· Stop 

3. Landing Zone - Clear I Safe 

1 . Battery - Remove & Replace 

2. Wifi Connection to Monitor - Verified 

3. OJI application- Connect to Camera 

4. Takeoff 

End of Ops Checklist 

1. Battery - Off 

2. Transmitter - Off 

3. Router - Off 

4. Notify ToweriCTAF- End of Ops