SkyCanvas AP, October 27th 2015

Re: Exemption Request Pursuant To Section 333 of the FAA Reform Act of 2012

Dear Sir or Madam,

Pursuant to §333 of the FAA Modernization and Reform Act of2012 (the Reform Act) and 14 

C.F.R. Part 11, SkyCanvas AP, LLC , operator of Small Unmanned Aircraft Systems (sUASs) 

equipped to conduct aerial photography for the media and advertising industries for pre-planned, 

controlled area, photographic and surveying services, hereby applies for an exemption from the listed 

Federal Aviation Regulations (FARs) to allow commercial operation of its sUASs, so long as such 

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

the Federal Aviation Administration (FAA) as required by §333. SkyCanvas AP's current operation of 

sUASs for commercial purposes has been halted to comply with recently enacted federal aviation 

regulations pertaining to sUASs. 

As described more fully below, the requested exemption would permit the operation of small, 

unmanned and relatively inexpensive multirotor aircraft under controlled conditions in airspace that is 

1) contained 2) predetermined 3) has on-site safety personnel controlling access, and 4) would provide 

increased safety and enhancements to clients' business operations. 

The name and address of the applicant is: 

SkyCanvas AP, LLC

Attn: Christopher R. Glass 

Ph: +1 978 473 1473

Email: skycanvasap@gmail.com

Address: 12 Woodcrest Road Manchester, MA 01944

Christopher R. Glass holds an Airline Transport Rating Rotorcraft Helicopter Certificate #1846977

With Commercial Fixed wing endorsements to include an Instrument Rating. His certificate is typed 

for the Canadair Challenger Jet (CL 600) and the Cessna Citation Jet (C650). He has accumulated 

over 15,000 hours of flight time. He has never had an accident or incident in the 48 years as a 

certificated pilot. He has been flying the DJI Phantom series UAS recreationally for two years and 

has accumulated 205 flight hours with out incident.

SkyCanvas AP respectfully requests a grant of an exemption of the following sections of Title 

14 of the Code of Federal Regulations:

 14 CFR 21;

 14 CFR 91, et seq.;

 14 CFR 45.23 (b);

 14 CFR 61.113 (a) & (b);

 14 CFR 407 (a)(l);

 14 CFR 409 (a)(2);
 14CFR417(a)&(b).

SkyCanvas AP also respectfully requests an Exemption from 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 61.1 13 (a) & (b);

 91.7 (a);

 91.9(b)(2);

 91.103(b);

 91.109;

 91.119;

 91.12 1;

 91.151(a);

 91.203(a) & (b);

 91.405 (a);

 91.407 (a) (1 );

 91.409 (a) (2);

 91.417 (a) & (b).

I. The Extent of Relief SkyCanvas AP Seeks and the Reason It Seeks Such Relief:

SkyCanvas AP submits this application in accordance with the Reform Act, 112 P.L. 95 §§331-

334, seeking relief from any currently applicable federal aviation regulations FARs pertaining to 

UASs (unmanned aircraft systems) and operating to prevent SkyCanvas AP contemplated commercial 

photographic, mapping, and other flight operations within the U.S. national airspace system.

The Reform Act in §332 provides for such integration of civil UASs into our national 

airspace system as it is in the public's interest to do so. SkyCanvas AP’s lightweight UASs meet the 

definition of "small unmanned aircraft" as set forth in §331 and combined with a sterling safety record 

in similar industries, SkyCanvas AP’s light duty UASs are ideal recipients of exemption by the intent 

of the Reform Act. 

Considerations for relief include a combination of sUAS physical characteristics, safety 

features, and safe practices identified in §333:

 sUAS weight,
 sUAS overall size,

 sUAS speed over ground,

 sUAS flight zone characteristics,

- Non-operation near airports (civilian or military),

- Tightly controlled operation in populated areas,

 Operation of the UAS by VLOS.

 Coordination by a minimum of 3 persons, 2 staff members of SkyCanvas AP and one 

safety official from the client.

Specific considerations are outlined below.

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

14 C.F.R. §91.203 (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 sUASs, an exemption from Part 21 

Subpart H meets the requirements of an equivalent level of safety under Part 11 and §333 of the 

Reform Act. 1l1e Federal Aviation Act (49 U.S.C.§4470 1 (f)) and §333 of the Reform Act both 

authorize the FAA to exempt aircraft from the requirement for an airworthiness certificate, upon 

consideration of the size, weight, speed, operational capability, and proximity to airports and 

populated areas of the particular sUAS. In all cases, an analysis of these criteria demonstrates that the 

UAS operated without an airworthiness certificate, in the restricted environment and under the 

conditions proposed will be at least as safe, or safer, than a conventional aircraft (fixed wing or 

rotorcraft) operating with an airworthiness certificate without the restrictions and conditions proposed.

The sUAS to be operated by SkyCanvas AP is less than 1.3kg with maximal payload 

consisting of remote sensing instrumentation, carries neither no persons, carries no explosive or 

flammable materials including combustible fuels, and operates exclusively within a secured area. 

Unlike other civil aircraft, operations under this exemption will be tightly controlled and monitored by 

both the pilot (PIC), 'spotter' role designated to act as both the remote sensing controller and 

secondary monitor for safety issues, and a technician, which assists in matters related to maintaining 

the sUAS and also monitors for safety concerns and liaisons to the on-site safety officials. These 

enhancements to current safety practices and regulations, which already apply to civil aircraft, provide 

a greater degree of safety to the public and property owners than conventional aircraft operations 

conducted with airworthiness certificates issued under 14 C.F.R. Part 21, Subpart H. Lastly, 

application of these same criteria demonstrates that there is no intrinsic credible threat to national 

security posed by the UAS, due to its size, speed of operation, location of operation, lack of intrinsic 

explosive materials or flammable liquid fuels, and inability to carry a substantial external load.

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

The regulation requires: When marks include only the Roman capital letter "N" and the 

registration number is displayed on limited, restricted or light-sport category aircraft or experimental 

or provisionally certificated aircraft, the operator must also display on that aircraft near each entrance 

to the cabin, cockpit, or pilot station, in letters not less than 2 inches nor more than 6 inches high, the 

words "limited;' "restricted;' "light-sport;'

"experimental;' or "provisional;' as applicable. 

Even though the sUAS will have no airworthiness certificate, an exemption may be needed as 

the sUAS 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 frame in compliance with §45.29 (f) at a size suitable for 
the available space. 

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 sUAV will see the 

identification of the UAS as "Experimental." The FAA has issued the following exemptions to this 

regulation to Exemptions Nos. 10700, 8738, 10167 and 10167A.

Further markings include the use of flashing green LED illumination on the underside of the 

sUAS frame which stands at contrast against a blue or white sky.

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

§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 a ground crew member to have a private pilot's license rather than a 

commercial pilot's license to operate this sUAS. Unlike a conventional aircraft that carries the pilot 

and passengers, the sUAS is remotely controlled with no persons on board. The area of operation is 

controlled and restricted, and all flights are planned and coordinated in advance. 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 as requested with a private 

pilot in the ground crew exceeds the present level of safety achieved by 14 C.P.R. §61.1 13 (a) & (b).

14 C.P.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 Manual for maintenance and use of safety check lists 

prior to each flight, a subset of which are provided in enclosed supplemental material, an equivalent 

level of safety will be provided.

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

§91.9 (b) (2) provides: No person may operate a U.S. -registered civil aircraft ... (2) For 

which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is 

available in the aircraft a current approved airplane or Rotorcraft Flight Manual, approved manual 

material, markings, and placards, or any combination thereof. The sUAS, given its size and 

configuration has no ability to carry a physical flight manual 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 his 

regulation: Exemption Nos. 8607,8737,8738,9299, 9299A, 9565,95658, 10167, 10167A, 

10602,32827, and 10700.

14 C.F.R. §91.103: Preflight action

This regulation requires each PIC to take certain actions before flight to insure the safety of 

flight. As FAA approved rotorcraft flight manuals will not be provided for the aircraft an exemption 

will be needed. The PIC will take all actions including reviewing weather, flight battery requirements, 

landing and takeoff distances and aircraft performance data before initiation of flight. Further, we 

have proprietary manuals created with the help of sUAS experts, the manufacturer, the regional sUAS 

vendor and policy holding insurer and continue to work with these organizations to ensure best safe 

practices are adhered to.

14 C.P.R. §91.1 09: Flight instruction
§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. sUASs 

and remotely piloted aircraft, by their design 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 approved exemptions for flight training without fully functional dual 

controls for a number of aircraft and for flight instruction in experimental aircraft. 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 and by the size and speed of the aircraft. Enhancing this 

safety is the technology inherent in the remote controls utilizing digital communications which is 

paired to the sUAS making it nearly impossible to unintentionally or intentionally have the control 

communications interrupted.

14 C.F.R. §91.119: Minimum safe altitudes

§91.119 establishes safe altitudes for operation of civil aircraft. §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. As this exemption is for a 

sUAS that closely mimics the behavior of a helicopter, and the exemption requests authority to 

operate at altitudes up to 400 AGL, an exemption may be needed to allow such operations. As set 

forth herein, the UAS will never operate at higher than 400 AGL or beyond unaided visual line of 

sight, whichever is closer. It will however be operated in a restricted area with security officials tasked 

with ensuring public safety, and where buildings and people will not be exposed to operations without 

their pre-obtained consent and training. 

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

well as the location where it is operated. No flight operation will be taken without the permission of 

the property owner in the case of private property or local officials in the case of public property or 

private property with public interests. Because of the advance notice to the property owner and 

participants in the remote sensing activity, 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 1.3 kg of SkyCanvas’s sUASs proposed herein and the lack of flammable fuel, any risk 

associated with these operations is far less than those presently presented with conventional aircraft 

operating at or below 500 AGL. In addition, the low-altitude operations of the sUAS will ensure 

separation between these small- UAS operations and the operations of conventional aircraft that must 

comply with §91.119.

14 C.F.R. §91. 121 Altimeter Settings

§91.121 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, confirming the altitude of the launch site shown on the GPS altitude indicator before 

flight. The PIC and Technician will also ensure effective pairing with multiple GPS sources to 

guarantee accurate detection of height.

14 C.F.R. §91.15l (a): Fuel Requirements for Flight in VFR Conditions

§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:' The battery

powering the sUAS provides approximately 20 minutes of powered flight in hover mode with out 

payload. SkyCanvas AP’s sUAS will not be able to meet the 30 minute reserve requirement in 14 

CPR §91.15 1. Operating the small UAS, in a tightly controlled area where only people and property 

owners or official representatives who have signed waivers will be allowed, with less than 30 minutes 

of reserve power, does not engender the type of risks that Section 9l.l51(a) was intended to alleviate 

given the size and speed of the small UAS. SkyCanvas AP believes that an equivalent level of safety 

can be achieved by limiting flights to >> 15 minutes or 25% of battery power 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 C.P.R. §91.203 (a) & (b): Carrying Civil Aircraft Certification and Registration

The regulation provides in pertinent 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 ...

(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. 

The sUAS fully loaded weighs no more than l.3kg and is operated without an onboard pilot. As 

such, there is no ability or place to carry certification and registration documents or to display them on the 

sUAS. An equivalent level of safety will be achieved by keeping these documents at the ground 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 C.P.R. §91.405 (a); 407 (a) (1); 409 (a) (2); 4 17(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 the applicant. Maintenance will

be accomplished by the operator pursuant to the flight manual. An equivalent level of safety will be

achieved because these small UASs are very limited in size and will carry a small payload and operate only 

in restricted areas for limited periods of time. If mechanical issues arise the UAS can land immediately and 

will be operating from no higher than 400 feet AGL. The operator will ensure that the UAS is in working 

order prior to initiating flight, perform required maintenance, and keep a log of any maintenance 

performed. Moreover, the operator is the person most familiar with the aircraft and best suited to maintain 

the aircraft in an airworthy condition to provide the equivalent level of safety.

An exemption granted to SkyCanvas AP would permit its operation of lightweight, unmanned, 

remotely controlled, sUASs in a tightly controlled environment with limited airspace. SkyCanvas AP

utilizes local business' safety officers in specifically determined areas (designed flight zone) to mitigate 

injury and property damage while fulfilling clients' goals. Technical enhancements to current safety 

controls will allow SkyCanvas AP to operate exceeding current safety specifications, and stay ahead of, or 
meet, new ones being implemented by the FAA and Department of Transportation. Further, SkyCanvas AP 

conducts its operations in compliance with protocols described herein or as otherwise established by the 

FAA.

II. Commercial and Public Benefits

We at SkyCanvas AP believe that granting this exemption request furthers the public interest by providing 

safe (by way of an unmanned system) and efficient means to meet technical problems solvable by elevated 

data collection instruments. SkyCanvas AP’s client base are typically small to medium sized business' 

looking to increase their awareness of structures or landscape on their respective properties through data 

collection by photographic, videographic or lidar based surveying. By moving these functions onto 

sUAS based aircraft, the potential for loss of life or property is diminished due to the greater 

control in a smaller and safer aircraft that holds no persons. Second, there are no reactive or 

combustible materials on board the sUAS and thus the potential for fire or explosions is greatly 

diminished. Third, the small size and extreme maneuverability of SkyCanvas AP’s UASs allow 

the PIC to avoid hazards. Lastly, due to the nature of the remote sensing instrumentation onboard, 

the sUAS can maintain quite a safe distance between the aircraft and the object(s) undergoing 

scrutiny. Accordingly, SkyCanvas AP’s UASs have operated and will continue to operate at and 

above current safety levels.

Ill. Flight Capabilities and Characteristics of SkyCanvas's UASs

Persuant to112 P.L. 95 §333 (a), concerns for public safety are mitigated by the overall 

capabilities and characteristics of the sUAS. SkyCanvas AP’s UASs utilizes four (4) counterrotating propellers paired oppositely to each other for balance, control and stability. The total 

span of the sUAS is 590mm allowing for stable flight or landing even with the sudden onset of 

detrimental environmental conditions. The sUAS's have a maximal unit+ payload mass of l.3kg, 

including cinematic/photographic equipment. They are capable of vertical and horizontal 

operations but, in practice, is operated only within unaided VLOS of the PIC. In addition to the 

PIC, SkyCanvas employs a spotter (VOS role). Both are within unaided verbal communication

range. These personnel are supplemented by safety officials provided by the client who are 

instructed to cordon off and otherwise minimize pedestrian access in the flight zone of the client's 

grounds. In the event of loss of visual of the UAS, the PIC can change flight controls from Cartesian 

(X,Y,Z) based controls to radial (r,a ,h) based controls which allows the PIC to utilize one controller 

axis to recall the VAS to the PIC's position without concern to the current heading of the sUAS. In the 

event of loss of sight of the sUAS into an area containing hazards or possible hazards, the PIC has a 

heads-up-display containing a live video feed which can be used to locate the UAS while it maintains 

it's position in hover mode. The sUAS has demonstrated it's ability to maintain it's position by GPS 

coordinates in hover mode in 20kph wind gusts extreme environmental condition beyond the range of 

conditions within the scope for sUAS operation.

All of SkyCanvas AP’s sUASs utilize LiPo (lithium polymer) battery based power sources, 

decreasing safety risks from more easily combustible, fuel based, power sources. Flight times 

generally last between twelve (12) to fifteen (15) minutes allowing the staff to work with small flight 

areas per phase. The maximum flight time is ~23 minutes, however practical safe operation limits this 

to ~12-15 minutes to give ample time to control the sUAS to a safe landing zone. SkyCanvas AP

further restricts flight time by not operating its sUASs with less than twenty five percent battery 

capacity. Further safety management systems in place include a GPS mode that allows SkyCanvas 

AP’s sUASs to hover in place if communication with the PIC is lost and optionally follow a set of 

waypoints at a set speed and height to a 'home base' predesigned safe landing zone. 

IV. Reasons Why an Exemption to MSAerial Will Not Adversely Affect Safety Standards
SkyCanvas AP contends that operation of it's sUASs will not "create a hazard to users of the 

national airspace system or the public:' as stated in 112 P.L. 95 §333 (b). Given the diminutive size 

and weight of SkyCanvas AP’s sUASs, combined with their operation in cordoned off and wellcontrolled areas, SkyCanvas AP's sUASs falls within Congress's contemplated safety zone. 

SkyCanvas AP’s sUASs have an established safety record bolstered by multi-point preflight checklist, 

awareness of their surroundings and intimate knowledge of the behavior of the sUAS platform in 

many weather conditions. This safety record and implemented operational practices demonstrate an 

awareness of public safety. 

SkyCanvas AP’s operations routinely provide a level of safety at least equal to existing rules, 

and in nearly every instance, exceeds existing rules. SkyCanvas AP does not operate its sUASs on or 

near airports and generally has only operated its fleet on private grounds with cordoned off areas or 

areas under the control of the property owner I client with assistance by safety officials employed by

the business. SkyCanvas AP determines the areas needed to fulfill the clients' goals and only operates 

its sUASs in these flight zones and only in compliance with well regarded safety protocols set forth 

initially by the RC UAS trade and hobby groups and recently codified by relevant FARs.

SkyCanvas AP standardized on the following practices to ensure safe operation of it's UASs:

• Work with on-site personnel to plan the flight goals

• Work with on-site personnel to restrict access to non-essential persons

• Operation by unaided VLOS operation only

• Operation in phases 12-15 minutes in length

• Operation to minimal 25% battery power

• Operation of device to GPS aided readout to 400ft at maximum

• Pre-programmed fail-safes that ensure specific behavior per issue

• Two main roles supplemented by on-site safety personnel

• Employ controlled lifecycle management of components to guard against multiple failures

• Preform a site check day(s) before flight to identify potential issues

• Subscribe to relevant local weather and safety alerts

SkyCanvas AP has experience in similar fields and has adapted this experience in it's use of UASs to 

increase safety. In combination to the ever expanding knowledge repositories from hobbyists and 

experts alike, SkyCanvas AP is constantly evolving it's practices when there is a clear benefit to 

operations or increased safety element.

A. Summary

Pursuant to 14 C.F.R. Part 11, the following summary is provided for publication in the Federal 

Register, should it be determined that publication is needed:

SkyCanvas AP {applicant) seeks an exemption from the following rules: 14 C.P.R. §21, 

subpart H; 14 C.F.R 45.23(b); 14 C.P.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) & (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 (1.3kg or less) in elevated 

photographic and remote sensing operations.

Approval of exemptions allowing commercial operations of sUASs in the media industry will 

enhance safety by reducing risk associated with conventional aircraft operations and other means of 

elevated remote sensing involving persons. The public benefit served by approval of this petition is 

increased awareness of characteristics of difficult imaging targets. A sUAS weighing fewer than 1.3kg 

and powered by sealed batteries eliminates virtually all associated risk inherent in operating 

conventional aircraft in close proximity to buildings or persons or otherwise elevating persons to a 

position they would be able to collect needed data. 

The operation of small UASs, weighting less than 55lbs., 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.

The FAA has been given the authority to issue the exemption to SkyCanvas AP pursuant 

to the Federal Aviation Act, 85 P.L. 726 (1958), and as such, we humbly seek your consideration 

and approval of this petition.

Best regards,

Christopher R. Glass

Attached: Supplement A: Physical Characteristics of UAS

Attached: Supplement B: Flight Operation and Procedure Manual
Supplement A: Physical Characteristics of SkyCanvas’s UASs

Dear Sir or Madam,

Please find in this document specifications related to UAS’s subject to consideration for 

exemption. All specifications are given by the manufacturer. It is of note that these specifications in 

some instances constitute the maximal values discovered by the manufacturer and averaged over 

several test units. SkyCanvas AP utilizes these metrics when forming safe and sustainable flight 

operations and in no way do the specifications extrema contained herein constitutes normal 

SkyCanvas AP flight parameters.

SkyCanvas AP UAS 1:

DJI Phantom 2 Vision Plus

Aircraft

Supported Battery

DJI 5200mAh LiPo Battery

Weight (Battery & Propellers Included)

1242g

Hover Accuracy (Ready To Fly)

Vertical: 0.8m; Horizontal: 2.5m

Max Yaw Angular Velocity

200°/s

Max Tiltable Angle

35°

Max Ascent / Descent Speed

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

Max Flight Speed

15m/s (Not Recommended)

Diagonal Motor-Motor Distance

350mm

Remote Control

Operating Frequency

5.728 GHz-5.85 GHz

Communication Distance (Open Area)

CE Compliance: 400m; FCC Compliance: 800m

Receiver Sensitivity (1%PER)

-93dBm

Transmitter Power

CE Compliance: 25mW; FCC Compliance: 100mW

Working Voltage

120 mA@3.7V

Built-In LiPo Battery Working Current/Capacity

3.7V, 2000mAh

SkyCanvas AP UAS 2:
DJI Phantom 3 Professional

Aircraft

Weight (Including Battery And Propellers)

1280 g

Diagonal Size (Including Propellers)

590 mm

Max Ascent Speed

5 m/s

Max Descent Speed

3 m/s

Hover Accuracy

Vertical: +/- 0.1 m (when Vision Positioning is active) or

+/- 0.5 m

Horizontal: +/- 1.5 m

Max Speed

16 m/s (ATTI mode, no wind)

GPS Mode

GPS/GLONASS

Remote Controller

Operating Frequency

2.400 GHz-2.483 GHz

Video Output Port

USB

Operating Temperature

0°C- 40°C

Battery

6000 mAh LiPo 2S

Mobile Device Holder

For tablet or phone

Receiver Sensitivity (1%PER)

-101 dBm ±2 dBm

Transmitter Power (EIRP)

CC: 20 dBm E: 16 dBm

Working Voltage

1.2 A @7.4 V

Supplement B : Summary Sections of Flight Operations and Procedure Manual (FOPM)

Dear Sir or Madam,

I. Introduction

This manual describes the notable roles, tasks, and operations performed by SkyCanvas 

AP. The aim is to document everything that is needed to be done during a mission, so it 

can act as a reference point for team members.
II. Roles and Responsibilities

As much as is possible, SkyCanvas AP staff attempt to have redundancy in expertise and skill

set related to operations of the UAS.

Pilot in Command (PIC)

• Piloting the UAV. This will include:

- Takeoff

- Normal Flight

- Flight during emergency procedures

- Landing

• Assembling the UAV

• Performs pre-flight checks of the firmware

• Performs pre-flight checks of the hardware

• Preforms pre-flight checks of the software

Spotter

• Relays notable flight parameters such as flight times, battery strength, metrics from the 

UAS.

• Primary communication link between pilot and on-site safety personnel

• Will hold physical documents related to current flight

• Preforms pre-flight checks of the data collection equipment

• Monitors ground and greater above-ground environment for safety concerns

Ill. Pre-Flight Checklist

A. Before Power Applied

• Check for physical damage and any missing hardware,

• Check all electronics present and connected/ check cord connections are tight.

• Confirm all batteries charged,

• Check all rotors and moving parts for debris that would prevent proper 

operation.

• Check weather patterns the night beforehand. 

• Check data collection equipment for proper operation.

• Check data collection equipment for issues that would impact safe operation of 

flight package.

B. After Power Source Applied

• Confirm proper power reading of battery,

• Run hardware based systems check,

• Run software based systems check,

• Check flight LED array,

• Confirm proper radio link to flight controller,

• Confirm proper radio link to data collection device controller,

• Calibrate Compass on UAS

• Confirm desired behavior of emergency fail safes
• Check with on-site safety personnel for any changes in goals/flight path.

IV. Flight-time Checklist

• Check with on-site safety personnel for a safe flight area for first flight

• Check for ground hazards at home-base and rectify

• Confirm > 8 satellite GPS lock

• Initialize rotors and check for proper operation

• Perform controlled flight to hover mode approximately 3m above ground

• Perform controlled multi-axis roll procedure to check for proper orchestrated rotor operation

• Perform controlled multi-axis (if applicable) control procedure of data collection package

• Land the UAS and check for proper de-initialization of rotors

• Perform controlled flight to hover mode approximately 5m above ground

• Execute Mission

V. Standing Procedures

• The Pilot, Spotter, and Technician will be the only SkyCanvas AP staff members in the 

forward flight area. On-site personnel will be within verbal range and behind SkyCanvas AP 

staff.

• When 30% power remains pilot maneuvers UAS back to home base.

• Flight time is limited to approximately 15 minutes and goals will be planned in phases to be 

accomplished during this time.

• Flight height is soft limited to visible and unaided line of sight (VLOS), and hard limited to 

350ft whichever is less.

• Flight time is limited to operation in safe environmental conditions,

• Flight staff will maintain proximity so as to be in clear and unaided verbal range,

• The PIC will announce all movements to SkyCanvas AP staff and on-site staff so that nonPIC staff members can identify possible safety concerns before operation of the UAS to the 

next waypoint or position