### Applewhite Aero ● applewhiteaero.com ● PO Box 46955 Seattle WA 98146 ● 206.762.5285

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# Applewhite Aero

Safety Checklist

Milo UAS

### Applewhite Aero

Milo Safety Checklist

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PROPRIETARY Rev. Date Pages Affected REVISIONS AUTHOR CHECK AP PROVE D

1 7/22/2014 ALL Updated Document JDP AC PGA

2 4/20/2015 47 Corrected Coordinate JDP AC PGA

3 4/29 /2015 40

- 45 Correct Coordinate JDP AC PGA

Source Document

This document addresses requirements of 14 CFR 91.

Reference Document

This document references FAA Order 8130.34C.

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PROPRIETARY 

# Table of Contents

1. Introduction

................................ ................................ ................................ ................................ ............... 5

2. Aircraft Segment

................................ ................................ ................................ ................................ ........ 5

A. Airframe

................................ ................................ ................................ ................................ .............. 5

B. UA Performance Characteristics

................................ ................................ ................................ ....... 10

C. Propulsion System

................................ ................................ ................................ ............................. 13

D. Fuel System

................................ ................................ ................................ ................................ ....... 15

E. Electrical System

................................ ................................ ................................ ............................... 15

F. Flight Control Surfaces and Actuators

................................ ................................ .............................. 18

G. Payloads

................................ ................................ ................................ ................................ ............ 19

3. Control and Communications Segment

................................ ................................ ................................ ... 19

A. Avionics

................................ ................................ ................................ ................................ ............ 19

B. Navigation

................................ ................................ ................................ ................................ ......... 20

C. UA Flight Controls

................................ ................................ ................................ ............................ 21

D. Autopilot

................................ ................................ ................................ ................................ ........... 22

E. Control Link

................................ ................................ ................................ ................................ ...... 23

F. Lost Link and Flight Recovery

................................ ................................ ................................ .......... 26

G. Control Station

................................ ................................ ................................ ................................ .. 27

4. Ground Support Equipment

................................ ................................ ................................ ..................... 29

5. Processes and Procedures

................................ ................................ ................................ ........................ 30

A. Configuration Management

................................ ................................ ................................ .............. 30

B. Software Management

................................ ................................ ................................ ...................... 30

C. Electronic Hardware Design and Testing

................................ ................................ .......................... 31

6. Operations

................................ ................................ ................................ ................................ ................ 32

A. National Airspace System (NAS) Integration and Interaction

................................ .......................... 32

B. Flight Phases

................................ ................................ ................................ ................................ ..... 34

C. Operating Areas

................................ ................................ ................................ ................................ 38 (c) Royal City, Washington

................................ ................................ ................................ .................... 43

D. Flight Envelope and Test Plans

................................ ................................ ................................ ......... 47

E. Operating History

................................ ................................ ................................ .............................. 48

F. Manuals

................................ ................................ ................................ ................................ ............. 48

7. Organizational Considerations

................................ ................................ ................................ ................. 49

A. Pilot/Crew Qualifi cations/Training

................................ ................................ ................................ ... 49

B. Maintenance

................................ ................................ ................................ ................................ ...... 50

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PROPRIETARY 

# Table of Figures

Figure 1: The Milo UAS

................................ ................................ ................................ ............................... 5
Figure 2: Top View

................................ ................................ ................................ ................................ ....... 6
Figure 3: Front View

................................ ................................ ................................ ................................ ..... 6
Figure 4: Left Side View

................................ ................................ ................................ ............................... 6
Figure 5: Structural Analysis Diagrams

................................ ................................ ................................ ....... 9
Figure 6: Milo Flight Envelope: V vs. N

................................ ................................ ................................ ... 11
Figure 7: Maximum Rate of Climb

................................ ................................ ................................ ............ 12
Figure 8: Wiring Diagram

................................ ................................ ................................ ........................... 15
Figure 9: Ground Control Station Sample Screen

................................ ................................ ...................... 16
Figure 10: Milo UAS Electrical Diagram (battery capacity may vary)

................................ ...................... 17
Figure 11: Control Surfaces and Servos

................................ ................................ ................................ ..... 18
Figure 12: Avionics Architecture

................................ ................................ ................................ ................ 19
Figure 13: Avionics Architecture Continued

................................ ................................ ............................. 20
Figure 14: RC Transmitter

................................ ................................ ................................ .......................... 22
Figure 15: Communications Diagram

................................ ................................ ................................ ......... 24
Figure 16: GCS Flight Plan Screen

................................ ................................ ................................ ............. 28
Figure 17: Pendleto n Location Sectional

................................ ................................ ................................ .... 39
Figure 18: Pendleton Primary Test Area

................................ ................................ ................................ ..... 39
Figure 19: Pendleton Secondary Test Area

................................ ................................ ................................ . 40
Figure 20: R

- 6701

................................ ................................ ................................ ................................ ....... 41
Figure 21: Whidbey Island Primary T est Area

................................ ................................ ........................... 42
Figure 22: Whidbey Island Secondary Test Area

................................ ................................ ....................... 43
Figure 23: Royal City Location Sectional

................................ ................................ ................................ .. 45
Figure 24 : Royal City Primary Test Area

................................ ................................ ................................ .. 46
Figure 25: Royal City Secondary Test Area

................................ ................................ .............................. 47



# List of Abbreviations and Acronyms

ATC Air Traffic Control

COTS Commercial Off

- the

- Shelf

ESC Electronic Speed Control

FCC Federal Communications Commission

FRS Flight Recovery System

GCS Ground Control Station

GPS Global Positioning System

HIL Hardware

- in

- the

- Loop

IAW In Accordance With

IMU Inertial Measurement Unit

LOS Line of Sight

NAS National Airspace System

NOTAM Notice s to Airm e n OPA Optionally Piloted Aircraft

PIC Pilot in Command

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PROPRIETARY 

### RC Radio Control

RF Radio Frequency

SIL Software

- in

- the

- Loop

STA Special Temporary Authority

UA Unmanned Aircraft

UAS Unmanned Aerial System

VFR Visual Flight Rules

VMC Visual Meteorological Conditions

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## 1. Introduction

The safety checklist is designed to help the FAA evaluate those hazards that are unique to UAS, OPA, or OPA/UAS in support of issuing a special airworthiness certificate. Some safety items only require brief responses and others may not be applicable to a specific program. Additional information and supporting documentation may be required during the evaluation process.

Note: The applicant must id entify all responses that contain information deemed proprietary, confidential, company

- sensitive, subject to International Traffic in Arms Regulations (22 CFR subchapter M), or subject to any other classification that would restrict or prevent the informa tion from public or foreign disclosure.



## 2. Aircraft Segment

A. Airframe

(1) Structure. Describe in detail the physical characteristics of the unmanned aircraft ( UA ) . Include diagrams and schematics, as necessary.

The Milo UAS is made up of seven separate sections. The separate portions include the two wings, the horizontal tail, the two hatch cover s
, the payload bay cover, and the fuselage. The Milo UAS can be compactly stored in a carrying case allowing for easy assembly, disassembly, storage and transport.

Figure 1 : The Milo UAS

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PROPRIETARY Figure 2 : Top View

Figure 3 : Front View

Figure 4 : Left Side View

(2) Composition. Describe the various materials and where they are used in the construction of the UA. Include details of the fabrication and construction processes and procedures.

The Milo UAS is composed of composite skins and structural members with added support from balsa wood.

a) Wings:

First Method:

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PROPRIETARY The wings are constructed using a layer of 5.8 oz. carbon fiber with balsa plates across the span of the wings sandwiched between the carbon fiber and a layer of 4 oz. fiberglass. A few strips of additional unidirectional carbon fiber will be laid across the structure span wise for added stiffness, and finally three balsa spars will be laid in, one main spar which will bear the majority of the load and provide torsional stiffness, and also allow a carbon rod to be inserted for

connection to th e fuselage. Two additional smaller spars will span the wing allowing attachment of control surfaces and servos.

Second Method:

A foam core will be used. Two ribs will be joined into the wing at the root and 4 inches into the span. A 7/8 in. carbon fiber ro d will be inserted into the wing at an angle of two degrees creating the dihedral and a secondary threaded rod will be added at the wing root to set the incidence angle of the wing and to allow for a method of attachment between the wing and the fuselage. Wiring will be routed into the foam. With the foam prepped, composite materials will be adhered to the

surface to create the actual structure. At least four 1⁄2 inch uni

- direction al carbon strips will be laid on the top and bottom of the wing to act as flang es and a Kevlar strip will be laid across the wing 3⁄4 chord from the leading edge to act as a living hinge. Finally a layer of 5.7 oz. 45/45 carbon will be laid on each side followed by a layer of 1.5 oz. fiberglass to give the wing additional bending

stren gth as well as torsional stiffness. Once cured, two places will be cut in and reinforced for servo bays, and the living hinges will be cut to allow for the

movement of the control surfaces.

Horizontal Tail:

The construction of the horizontal tail is the s ame as the construction of the wings in method one , modified based on the difference in dimensions.

b) Fuselage:

The fuselage consists of two layers of 5.8 oz. carbon fiber along the length, until nearly the connecting point of the horizontal tail. At that po int, fiberglass is used to construct the vertical tail. Four layers of four oz. are used, allowing for better communications with the aircraft. Three additional strips of unidirectional carbon fiber are laid along the inside of the body, roughly 45 o from v ertical, vertical, and

- 45 o from vertical beginning from the point where the carbon fiber tube will insert into the fuselage. This will help distribute the load from the wings, and also provide added torsional stiffness and hoop strength. Finally additiona l unidirectional carbon fiber will be laid along the length of the tail boom, a top, a bottom, and one on each side to add bending stiffness in both relevant axes.

Two bulkheads are placed in the forward part of the fuselage

- determining the cavity for th e payload. Both will consist of balsa sandwiched between layers of 5.8 oz. carbon fiber. In the vertical tail, there are two spars made of 1/8 th in. balsa and a handful of ribs. Additionally there is a cardboard tube inserted into the

balsa framework to se cure the Milo’s antenna.

c) Hatches:

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PROPRIETARY The access hatches are made with the use of molds as well. Once constructed, the hatches will be used to cut out the proper ports from the complete fuselage and laid into the structure, allowing added lips to be molded from fiberglass or carbon

fiber to ad d some extra structure to make up for the break in the skin. Several small fasteners will be used to attach the hatches to the fuselage.

d) General Construction:

As mentioned above, the Milo will be generally constructed following this general process: the s kins will be laid into molds and vacuum formed to ensure correct parameters. Internal structure will be installed and the halves of each segment will be joined with proper adhesives and allowed to cure appropriately. Once the structure is build, control su rfaces will be cut out, and Kevlar hinges will be applied, as well as all the necessary hardware for proper function. Once mechanical hardware is in place, all systems will be inserted into the Milo, utilizing carbon fiber break

- out boards for security and ease of access. With systems laid, proper steps can be taken to ensure proper weight and CG location as directed in The Milo UAS Aircraft Flight Manual, and systems can be tested appropriately as directed by the Inspection and Maintenance Program. Followi ng successful completion, the Milo UAS will be ready for flight.

(3) Ability to Withstand Flight Loads. Describe the capability of the airframe structure to withstand expected flight loads and provide data/analysis to show that it is flutter

- free througho ut the flight envelope. Include any loads or stress analysis that demonstrates positive structural margins of safety during flight.

The Milo airframe has been constructed to be very durable. As discussed above, the structure of the Milo consists mainly of carbon fiber. The ratings of which are shown in

Table 1 below:

Table 1 : Carbon Fiber Strength Ratings

Ultimate Strength Ratings: Carbon Fiber

Direction Magnitude (psi) Tensile Strength 50763 Compressive Strength 21755

In

- Plane Shear Strength 5076

Structural analysis on the airframe shows that the loads acting on the Milo are well within the ratings of the carbon fiber. Figure 5 below demonstrate the expected loadings which will be acting on the UAS.

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PROPRIETARY Figure 5 : Structural Analysis Diagrams

As can be seen in the figures above, the forces and stresses created by the loadings on the
plane, are well within the abilities of the carbon fiber structure to handle. Based on the
recommendations of Applewhite Aero, which can be seen in Figure 6 below, the Milo should not be flown above 3G’s of loading for aerodynamic considerations. Within that
cap, the structure of the airframe is more than sufficient. Figure 5 above evaluate the
stresses which will be acting on the wing. They show the transfer between the wing box
and the two carbon rods which will attach the wings to the fusela ge, and demonstrate the

increase in stresses in those areas.

The ultimate predicted loads that the Milo will undergo are shown in the table below:

Table 2 : Ultimate Expected Loads

Ultimate Loads on Milo UAS
Load Type: Magnitude: Shear Loading 37.5 lbf
Bending Moment 2925 in

- lbf
Bending Stress 6181 psi

Shear Stress 11 psi

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PROPRIETARY From Table 1 and Table 2 above, it is clear that the stresses acting on the Milo are small compared to the ultimate strength of carbon fiber. Comparing the bending stress acting on the Milo, to the compressive streng th of the carbon fiber, it is found that the wing can handle loads a factor of 2.34 beyond the factor of safety of 1.5. The shear stress acting on the centerline of the wing box is insignificant based on the amount of shear the carbon

can handle.

Flutter analysis will be performed during flight testing, ensuring the airframe will not flutter or diverge at any speeds within the flight envelope. Currently, since the structure is

so strong and therefore the structural damping is so high

, Applewhite Aero does not anticipate an y flutter

.

(4) Unique Characteristics. Identify and describe any unique design characteristic(s) such as a hydraulic system, environmental control system, parachute, or brakes.

The Milo UAS does not have any unique design characteristi cs.

(5) Measurements :

(a) Wingspan : 131 inches

(b) Fuselage length : 73 inches

(c) Body diameter : ≈ 12 inches at widest point

(6) Weight :

(a) Empty: ≈ 15 pound

b) Maximum gross takeoff weight: ≈ 25 pounds



### B. UA Performance Characteristics

(1) Maximum altitude: 18 ,000 feet AGL

(2) Maximum endurance: ≈ Predicted 6 0 minutes electric, 12 hours fuel

(3) Maximum range : ≈ 27 mile

(4) Airspeed:

(a) MTOW Cruise: ≈ 26 knots

(b) Maximum : ≈ 67 knots

The figure below shows the flight envelope of the Milo, specifying velocity limitations based on stall and force loadings acting on the airframe.

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PROPRIETARY Figure 6 : Milo Flight Envelope: V vs. N

(5) Maximum rate of climb :

The maximum rate of climb was determined from the power provided by the Neu brushless motor and the aerodynamic properties of the Milo UAS. The results are shown

in Figure 7 below, which graphically demonstrates the maximum rate of climb and corresponding angle of climb.

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PROPRIETARY Figure 7 : Maximum Rate of Climb

907.2 ft/min @ 23.98 degrees. Limited to 24 degrees by autopilot.

(6) Maximum rate of descent :

203 ft/min. @

- 4.1 degrees. Limited to

- 4 degrees by autopilot

.

(7) Maximum bank angle :

Lim ited to 45 degrees by autopilot.

(8) Turn rate limits :

The Milo UAS is designed to fly at maximum true airspeed of 66 knots . When taking into

account a ma ximum bank angle of 45 degrees

, the aircraft is limited to a maximum turn

rate of 46.2 degree s /sec. At the recommended cruise speed of 26 knots, the maximum turn angle the Milo can perform is 27.5 degrees/sec.

(9) Identify any performance limitations due to environmental and meteorological conditions. Specifically, address the following items:

Performance limitations are intended to be investigated during experimental flight testing.

(a) Wind speed limitations :

(i) Crosswind :

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PROPRIETARY Expected crosswind limitations are 15 knots

. The Milo UAS requires very short take

- off and landing distance which minimizes risk during crosswind critical flight periods.

(ii) Gusts :

Based on current estimates, the Milo UAS could fly at recommended

cruise until gusts reach ed 8 knots at empty weight and 14 knots at

MTOW , which is demonstrated in Figure 6 above

. Gusts exceeding these values cause potential for stall without active contro l

. Gust limitations

are intended to be investigated during flight testing.

(b) Turbulence restrictions :

Unknown. Turbulence restrictions are intended to be investigated during flight testing.

(c ) Minimum visibility conditions:

Visual Flight Rules ( VFR )

Visual Meteorological Conditions ( VMC )

(d) Lighting (for example, daytime flights only):

Daytime only

(e) Outsi de air temperature (OAT) limits:

- 1 0o C to 54 o C ( 14 o F to 1 30 o F) , base d on recommended battery limits

(f) In

- flight icing:

T he proposed operati ng environment does not include operations in icing

conditions.



### C. Propulsion System

(1) Describe the propulsion system and its ability to provide reliable and sufficient power to takeoff, climb, and maintain flight at expected mission altitudes.

The propulsi on system for the Milo UAS consists of:

1) Motor : Electric: Neu B rushless Electric Motor, kV = 2550 rpm/V or similar

Piston: VVRC 2.2 HP gas engine or similar

2) Battery: Zippy Li

- Po, 22.2 V, 120 00 mAh or similar

3) ESC: ICE Castle 100 A Brushless Electronic Speed Control or similar

4) Prop: 18.5x12 CFK Robbe fold prop or similar , direct drive

The static thrust ( 16.7 lbf ) to weight ( MTOW 25 lbf) ratio is 0.67 :1, which will result in

short take

- off runs. At the best lift

- to

- drag ratio air speed, the exce ss

- thrust (15.6 lbf ) to weight ( 25 lbf) ratio is 0.624 :1, which will give steep climbs and excellent acceleration.

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PROPRIETARY (2) Fuel

- powered propulsion systems.

(a) What type of engine is used? VVRC 2.2 HP gas engine or similar

(b) What type and capacity of fuel is used? 0.5 gal. Premixed unleaded gas and 2

- stroke

Oil

(c) How is engine performance monitored? What status indicators and warning messages are provided to the pilot?

The fuel propulsion system will not b e monitored from the ground. The only warning provided the ground will be through the elevation and airspeed indication relayed through the onboard telemetry, which is discussed below.

(d) Describe the most critical propulsion related failure modes and t heir impact on system operation.

To be determined in testing. The gas engine has been tested and used in RC

applications. The engine will be properly mounted to aircraft to avoid adverse interplay between the airframe and engine.

(e) How does the system r espond, and what safeguards are in place to mitigate the risk of engine power loss for each of the following?

i. Fuel starvation: The engine will shut down. The electric systems will be powered by a battery outside of the fuel propulsion system. This will allow controlled landing of the aircraft for retrieval.

ii. Fuel contamination: Same as above.

iii. Failed signal input from the control system: The system will go into the same failsafe configurations that are in place for failed communications with the electric setup. The preprogrammed system will return the aircraft to the launching point, where it will circle until telemetry can be regained.

iv. Engine controller failure: A spring will set the motor to idle. The system can

then be landed in a controlled glide as mentioned above.

(f) Does the engine have in

- flight restart capabilities? No, it requires manual starting on the ground.

(3) Electric

- powered propulsion systems.

(a) What type of motor is used? Neu Brushless Electric Motor or simila r

(b) What is the power output of the motor? 1450 Watts

(c) What current draw range does the motor have?

The propulsion system for the Milo UAS has a current draw range of 2.3 to 125 Amps. This corresponds to 0

- 100% throttle. During autonomous flight the throttle is limited to 75%, which corresponds to a maximum current draw of 94.3

A.

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PROPRIETARY (d) Does the system have a separate electrical source? If not, how is UA power managed?

The system h as separate power sources for the propulsion and the control systems. Propulsion power is managed through the ESC. The ESC contains a battery elimination circuit (BEC) which regulates power to the autopilot. A second system also equipped with a BEC is used to power the autopilot and systems for typical flight operations. Should it be required, the system can adjust to power the systems from either source

- which is explained in further detail

below.



### D. Fuel Syste m

The Milo UAS has a fuel system for the piston powered configuration. There will be a one half gallon capacity stored in tanks under the wings in the fuselage. A proper mixture of unleaded fuel and single stroke oil will be used. A pressure gradient sys tem inherent in the VVRC piston engine will pump the fuel from the tanks to the engine.



### E. Electrical System

(1) Describe the electrical system and how it distributes adequate power to meet the requirements of the receiving systems. Provide a system level dia gram showing electrical power distribution throughout the aircraft. Specifically, address the following items:

The Milo UAS electrical system is powered by two battery source s . Power is supplied

from a 22.2 V battery with higher current capabilities to t he ESC which then distributes power to the motor and potentially to the autopilot , should the redundancy system

activate

.

A second battery systems exists for redundancy, and will be the main power source to the autopilot. This effectively isolates the pow er sources for the propulsion system and the control systems. However, should it be necessary, power can be diverted to the systems from the propulsion power supply.

Once power is into the autopilot, taken from either the systems batteries or the propulsio n batteries as necessary, it will supply power to all the sensors and servos. A basic wiring diagram is shown in Figure 8

.

Figure 8 : Wiring Diagram

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PROPRIETARY (2) How is power generated onboard the aircraft (for example, generator, alternator, batteries)?

Power onboard the Milo UAS is generate d via Lithium Polymer 6

- Cell battery , typically

.

(a) If a limited life power source such as batteries is used, what is the useful life of the power source during normal and emergency conditions? How was this determined?

The useful life of the battery is predicted to be 60 minutes depending on the battery and charge . Typically, flights will not exceed 30 minutes so as to av oid failures due to power loss. More accurate flight time predictions will be determined with testing

(b ) How are electrical power status and power remaining information displayed to the pilot?

Remaining battery power is displayed to the user by the g round c ontrol s tation (GCS) during flight. The remaining battery power percentage can be seen in Figure 6 on the

middle left of the screen.

Figure 9 : Ground Control Station Sample Screen

(3) Describe the source(s) of backup power in the event of loss of the primary power source.

(a) What systems are powered during backup power operation?

The Milo UAS does not feature a battery backup system.

(b) Is there any automatic or manual load shedding?

The Milo UAS does not have load shedding capabilities

.

(c) How much operational time does the backup power source provide? Include the assumptions used to make this determination.

The Milo UAS does not feature a battery backup system.

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PROPRIETARY (4) Describe the electrical distribution architecture including all busses, regulators, switches, and

converters.

The Milo UAS electrical system is shown below in Figure 7

. There are effectively two power systems on the Milo. The first is the propulsion system powered by six cell

batteries ( 22.2 V

, 12000 mA

- h or similar )

. From the batteries the current flows through a power module. This will send current to an ESC which will provide 22.2 V and all

necessary current to the electric motor. It will also send 5.3 V to a power redundancy regulator, as shown in Figure 10 , which will allow the system to determine where to power the autopilot from.

A unique feature of the Milo UAS, is the ground power

- battery power switch, which allows an outside power source to be used on the ground for systems testing, which can

avoi d unnecessary battery drain before flight, thus increasing the total available flight

time of the aircraft.

Figure 10 : Milo UAS Electrical Diagram (battery capacity may vary)

A second battery system provides a few layers of redundancy. Two 11.1 V batteries are in the circuit acting through a regulator to best balance the power draw, and adding a level of safety. Should either of the two batteries die or go bad mid

- flight, full power capabilities will be accessible due to the regulator. From that point there is another regulator between the smaller battery system and the larger one. A BEC will supply 5.5

– 6 V to the regulator and therefore force the power to the autopilot to com e from the

smaller batter y system . This will allow more flight time , but should both of the systems batteries die, the plane will still be fully controllable as the power to the control surfaces will then be supplied via the propulsion battery. If the main propulsion battery goes dead, the UAS will lose propulsion, but will maintain control of all surfaces allowing the plane to glide in a controlled manner to the ground.

Once the autopilot has been supplied power from either power system, it will supply 5 V to all the servos and sensors allowing operation of the UAS.

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PROPRIETARY 

### F. Flight Control Surfaces and Actuators

(1) Describe the design and operation of the flight control surfaces and servos/actuators.

Include a diagram showing the location of the control surfaces a nd servos/actuators.

The Milo UAS utilizes six control surfaces to control flight. The control surfaces consist of right and left ailerons, right and left flaps, elevator, and rudder. Each control surface is

controlled b y an independent servo which recei ves a control signal from the autopilot.

See Figure 11 for a diagram of the control surfaces and corresponding servos.

Figure 11 : Control Surfaces and Servos

(2) Describe any potential failure modes and corresponding mitigations.

Failure modes for the Milo UAS include:

1) Lost communications with the GCS : The Autopilot is equipped with a failsafe

that allows for a lost communication flight p lan.

2) Po wer loss: The loss of power may result in a flight failure. All UAS flights must
adhere to a strict flight time limit as determined by the battery capacity. Ear ly
warning for a power loss may be indicated by reduced performance of the motor.

3) ESC fa ilure: Failure of the ESC may result in flight failure. The ESC has been
selected to provide the necessary current requirements without overheating.

4) Servo or control surface failure: Fail ure of the control surfaces may result in
flight failure. Control su rfaces and servo linkage must be inspected prior to each
flight. Servo travel must be verified before flight operations.

(3) How does the system respond to a servo failure?

Failure of a servo may result in flight failure.

(4) What indications alert the pi lot that a servo is stuck or malfunctioning?

A malfunctioning servo is indicated by erratic flight behavior, such as difficulty establishing level flight.

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PROPRIETARY 

### G. Payloads

Several payload modules are in development which may be used to collect or independently stream video or telemetry. Payload modules may be externally or internally mounted. Payload modules may include one or more of self

- contained video (e.g. go

- cam), streaming video, and sensors (e.g. temperature). Power consumption, weight and balance, and i mpact on aerodynamic efficiency will be considered when payloads are used in flight testing.



## 3. Control and Communications Segment

A. Avionics

The avionics architecture can be seen in Figure 12 . The Milo UAS features a radio module with a

tail mounted communications antenna. A GPS antenna is located in the nose of the aircraft near the autopilot. An RC rece iver connects to the autopilot.

Figure 12 : Avionics Architecture

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PROPRIETARY Figure 13 : Avionics Architecture Continued



### B. Navigation

(1) How does the UA determine where it is? How does it navigate to its intended destination?

The Milo UAS is equipped with an autopilot with an integrated GPS. The GPS device is used to determine latitude, longitude, and altitude. The autopilot attempts to navigate the aircraft along a waypoint driven flight plan.

(2) How does the pilot respond to the following directions from air traffic contro l ( ATC ) , a visual observer, or other crew member?

(a) Change of aircraft heading.

The vehicle will be reprogrammed for the new heading and the new configuration will be uploaded to the vehicle. If the instruction is required to be immediately followed

, manual control will be implemented on the aircraft and the aircraft will be maneuvered to the new heading.

(b) Change of aircraft altitude.

The aircraft will be reprogrammed for the altitude and the new configuration will be uploaded to the aircraft. If t he instruction is immediate, manual control will

be taken and the vehicle will be maneuvered to the instructed altitude.

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PROPRIETARY (3) What are the causes and effects of loss of heading or altitude?

Table 3 : Responses to Various Hazards in Flight

Loss of Control of the Aircraft

Hazard Action Implementation

Loss of Propulsion Pilot will take manual control and land.

External Pilot

Manual Override Loss of Lift Due to

Structural Failure or

Weather Factors Pilot will take manual control and land.

Loss of Heading, Altitude, and Position

Information Pilot will take manual control and land.

Loss of Radio Control

Link T he autopilot will execute a preprogrammed lost link flight plan. Automatic

Loss of Control

Surface Performance Pilot will take manual control and land. Operator Training,

External Pilot

Manual Override

Loss of UAS Electrical

Power The UAS’s inherent stability will allow

it to ride out a short blackout. Otherwise, the electric motor will shutoff and the flight will be

te rminated. Automatic

Loss of

GCS /Telemetry Link No effect to manual control. In autonomous mode, the aircraft will

execute a preprogrammed lost link flight plan. External Pilot Manual Override,

Automatic

(4) How does the system identify and respond to a loss of the primary means of navigation? Is there a backup means of navigation? How does the system respond to a loss of the secondary means of navigation?

If the primary means of navig ation is lost, the aircraft may be manually piloted . The

aircraft will only be operated within visual range of the pilot

.

(5) Describe the procedures to test the altimeter system (see § 91.411).

The Milo UAS uses a GPS to determine altitude . Altimeter system tests can be performed by raising and lower the aircraft and checking for correct response.



### C. UA Flight Controls

(1) Describe how the control surfaces respond to commands from the flight control computer.

During flight the autopilot send s control signals to each servo that correspond to the desired angular displacement of the servo. The autopilot measures the current roll, pitch

,

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PROPRIETARY and yaw values and sends corresponding control signals to both stabilize flight and steer

the aircraft.

(2) Describe how the pilot provides input to the control surfaces.

The pilot may control the aircraft through the use of flight plans or manual flight. Flight plans are entered through the GCS and consist of a series of waypoints which include GPS coordinates and altitude. Flight p lans may be created or modified dynamically during flight. Flight plans may be changed by qualified members of the ground crew, but must be checked by the PIC prior to being uploaded to the autopilot. Manual flight is controlled through the

use of a RC tra nsmitter shown in Figure 10 . Thumb

- sticks are used to control the roll, pitch, yaw and throttle.

Figure 14 : RC Transmitter

(3) Flight control computer.

(a) Does the flight control computer interface with auxiliary controls that might cause an

unintended action?

The flight control computer does not interface with any auxiliary controls.

(b) Describe the flight control computer interfaces required to determine flight status and to issue appropriate commands.

Flight status is determ ined by the autopilot in conjunction with the GPS sensor. Flight data is transmitted through a 2

- way transmitter to the GCS

.



### D. Autopilot

(1) How was the autopilot system developed? What industry or regulatory standards were used in the development process?

T he autopilot system was develo ped by DIY Drones using the A rd uMega board.

(2) Is the autopilot a commercial off

- the

- shelf (COTS) product? If so, name the type/manufacturer and provide the criteria that was used in selecting the system.

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PROPRIETARY Yes. The Milo UAS is equipped with Ardu Pilot Mega autopilot. The Ardu Pilot Mega is

an open source, low

- cost autopilot, developed by DIY Drones.

(3) Describe the procedures you use to install the autopilot. How is correct installation verified? Reference any documents or procedures provided by the manufacturer and/or developed by your

company.

The autopilot is installed by sliding the autopilot into fuselage compartment and connecting the wiring harnesses. In order to ensure correct installation the preflight inspection wi ll be conducted

. Refer to the Milo Aircraft Flight Manual or Flight

Checklists for more information.

(4) Does the autopilot employ input limit parameters to keep the aircraft within structural limits? If so, provide a table of these limits. How were the se limits validated?

Table 4 : Throttle Limiting Values

PARAMETER DESCRIPTION LIMIT VALUE REMARKS

THR_MIN MINIMUM THROTTLE 0% GLIDING DESCENT

THR_MAX MAXIMUM THROTTLE 75%

TRIM_THROTTLE CRUISE THROTTLE 35% LEVEL FLIGHT

LIM_ROLL_CD MAX BANK ANGLE 45°

LIM_PITCH_MAX MAX PITCH ANGLE 24 °

LIM_PITCH_MIN MIN PITCH ANGLE

- 4 °

Limits are validated through field testing.

(5) Where do the autopilot commands reside once they are input by the pilot?

Autopilot commands are transmitted to the autopilot from the GCS where they are stored in the internal memory of the autopilot.

(6) What type of software

- in

- the

- loop (SIL) and hardware

- in

- the

- loop (HIL) simulations have been performed? What was the outcome of the simulations?

Fully autonomou s flight of another Applewhite Aero airframe, the Invenio UAS , which utilizes the same autopilot and GCS hardware and software has been flight tested successfully. HIL testing has been performed to verify the correct sensor reading, control surface response, and GPS link.



### E. C ontrol Link

(1) Provide a detailed control system architecture diagram that includes informational or data flows and subsystem performance. Include values for data rates and latencies, if known.

Figure 11 is a diagram of t he communication system . The Milo UAS is subject to two minor latency issues. The first is the GPS signal which updates at rate of 10 Hz. The second is the MAVLink protocol that manages data transmission between the GCS and the autopilot, which is sent a t a rate of 50 packets per second.

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PROPRIETARY Figure 15 : Communications Diagram

(2) Describe the control link(s) connecting the UA and the control station. Specifically address the following items:

(a) What spectrum will be used for the communications and how has the use of this spectrum been coordinated? If spectrum approval is not required, under what regulation is the use of the frequency authorized?

2.40 2

- 2.4 78 GHz, 902

- 928 MHz

The use of this spectrum has been coordinated with t he Federal Communications Commission and a Special Temporary Authorization has been obtained.

(b) What type of signal processing and/or link security (that is, encryption) is employed?

The Milo UAS uses the MAVlink communications protocol which has been demonstrated effectively in over 255 small aircraft.

(c) What is the data link margin in terms of the overall link budget at the maximum anticipated distance from the control station? How was it determined?

T he primary test area, Figure 19 , has a maximum distance possible of 1.4 miles. The antenna used in the GCS has a specified maximum distance of 1.8 miles (2896 meters), which corresponds to a minimum detectable power of

- 10 0 dBm.

At a distance of 1.4 mile s (2253 meters) the power received by the GCS is

– 98.6 dBm. This provides the Milo UAS with a data link margin of 1.4 dBm. All data used in the calculation of data link margin and link budget is calculated from using the Friis Transmission Equation.

(d) Is there a radio signal strength and/or health indicator or simi lar display to the pilot?

How are the signal strength and health value determined and what are the threshold values that represent a critically degraded signal?

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PROPRIETARY Radio signal strength is displayed to the user via the w ireless t elemetry

c onn ection in the GCS. This can be seen in Figure 6 at the top middle of the

screen. The w ireless t elemetry c onnection is presented to the user as a percentage of bad data packets. During operation the aut opilot receive s “MAVLink heartbeat messages” from the G CS. If no heartbeat message is received within a time limit (specified by a configuration file) , the autopilot will execute a preprogrammed lost link flight plan.

(e) Does the system employ redundant and/or independent communications links? If so,

how diss imilar are they?

RC communications and GCS communications are independent.

(f) For satellite links, estimate the latencies associated with using the satellite link for aircraft control and for air traffic control (ATC) communications.

The Milo UAS uses a MediaTek GPS , or similar, antenna with a 10 Hz update

rate.

(g) What are the potential sources of radio frequency (RF) interference within the proposed operating area and how are they monitored, managed and/or mitigated?

Access to the f

l ight area is cont rolled by the Navy. Flights are coordinated so as

to avoid interference. When interference is detected or suspected, flight

termination should be considered.

(3) What design characteristics or procedures are in place to prevent or mitigate the loss of the control datalink due to the following:

(a) RF or other interference?

A pilot will take manual control of the aircraft.

(b) Flight beyond communications range?

A pilot will take manual control of the aircraft.

(c) Antenna masking during turns and pit ch angles?

A pilot will take manual control of the aircraft. The fuselage is made mostly of carbon fiber which will mask the signal if angles are improper, but the vertical tail is made of fiberglass which will allow signal to propagate which will lessen the possibility of antenna masking.

(d) Loss of control station functionality?

A pilot will take manual control of the aircraft.

(e) Loss of UA functionality?

The loss of UA functionality may result in a lost data link depending on the particular failure

. In the event of control surface failure or structural failure of the airframe, the autopilot will continue to receive and transmit data as long as the autopilot is powered and within range of the GCS.

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PROPRIETARY (f) Atmospheric attenuation including precipitation?

A pilot will take manual control of the aircraft.



### F. Lost Link and Flight Recovery

(1) Lost link.

(a) How is it determined that the UA is experiencing lost link and how is this displayed to the pilot?

Dur ing operation the autopilot receive s “MAVLink heartbeat m essages” from the

GCS. If no heartbeat message is received within a time limit (specified by a configuration file)

, the GCS considers the UAS to have lost the communication link. This is displayed to the user on GCS screen with a red ‘X’ covering the

Wirel ess Telemetry Connection value.

(b) Describe the operational procedures in the event of a lost link.

During the programming of the flight plan, a lost link flight plan is also programmed into the autopilot. In the event that a lost link occurs during

aut onomous flight, the autopilot will execute what is programmed into its flight plan. If the aircraft executes any maneuver that does not adhere to its flight plan, manual control will be taken by the pilot until the link is reestablished.

(c) Describe the sequence the UA will follow in the event control link is lost.

The autopilot has two main options for lost link programming. The first will continue with the pre

- programmed mission even though the link is lost. The

second will send the aircraft to a re covery location immediately.

(d ) Describe how the aircraft will react during takeoff, climb, cruise, descent, and landing

in the event of a lost link.

The autopilot has two main options for lost link programming. The first will continue with the pre

- progr ammed mission even though the link is lost. The second will send the aircraft to a recovery location immediately.

(e ) How is it determined that the lost link functionality of the system is operational?

In the event of a return to launch flight plan operat ion the Milo UAS will visually alter current flight plan and return to the launch site.

(f ) How does the UA navigate when in the lost link mode?

During lost link mode the aircraft will use the onboard GPS to navigate.

(g ) What parameters are used to define the lost link or return home point? How is this point selected? How is this point entered? What happens when the UA reaches this point?

The lost link/return home point is pre

- designated as the recovery point. When the aircraft reaches this point, it will be instructed to circle until manual control is

taken and the aircraft is landed.

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PROPRIETARY (h) Under what conditions is a return home mode both manually and automatically

activated?

Return home mode will be automatically activated if it is pre

- programmed to

r eturn home during the lost link procedures. Return home mode will be manually

activated if weather falls below minimum VMC or for operation al reasons , such as out of line of sight

.

(i ) What do the control station displays indicate during lost link? Is it clear that the data is

stale or invalid?

In the event of lost link a red ‘X’ will display over the Wireless Telemetry Connection. (See Figure 6) Additionally, lost link may be evident to the crew when the orientation and GPS data will no longer update

.

(2) Flight R ecovery S ystem (FRS).

The Milo UAS does not include a FRS.



### G. Control Station

(1) Describe or diagram the control station configuration. Include screen captures of the control station displays.

The UAS is controlled by the GCS using the following functionality :

1) Fligh t Planner: Before a UAS flight, an appropriate crew member must first
create flight plans and mission limits using the GCS Flight Planner screen. Prior
to uploading them to the UAS, the PIC will check the flight plan. An example

scree n of the Flight Planner can be seen in Figure 12. This screen consis ts of
three sections. The first section displays an overhead image of the flight zone.
The second section consists of a list of waypoints for a flight plan. The final

section is the action section where the crew members can send a flight plan to
the UAS. Flight plans and flight boundaries can be created and sent to the
autopilot from this screen. The Flight Planner can also be used to create and edit
flight plans mid

- flight.

2) Flight Data: Af

ter flight plans and mission limits are set

, the pilot will monitor
and control the UAS from the Flight Data screen. An example screen of Flight
data is shown in Figure 6 . The Flight Data screen consists of three sections. The
first section is the Telemetry Data section in the upper left corner of the screen.
The section directly below the Telemetry Data is the Action Section where the
ground crew would control the UAS by changing the flight plan or flight mode.

The final se ction consists of an overhead representation of the UAS along the
flight plan.

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PROPRIETARY Figure 16 : GCS Flight Plan Screen

(2) Does the pilot have a standardized screen set up at the initiation of each phase of flight?

Each phase of flight is considered an individual flight plan. Every flight plan entered by a qualified crew member is done through the Actions tab on Flight Data screen. (See Figure 6) The Actions tab set up remains constant at every point during UAS operation.

(3) How accur ately can the pilot determine the attitude and position of the UA?

The attitude and position of the UA is determined by 3 sensors on the autopilot. A GPS

device is used determine the latitude

, longitude , and altitude of the UAS to within 3

meters. The atti tude of the aircraft is determined by the Inertial Measurement Unit (IMU) which will produce an accurate attitude to within 1 degree.

(4) What commands are safeguarded from inadvertent activation and how is th at achieved (for example, a two

- step process t o command “kill engine”)?

The Milo UAS contains two major safeguards to protect the aircraft from inadvertent

activation.

The first failsafe is the throttle failsafe. In order for the pilot to completely stop the engine the pilot must first set the UAS in manual operation via a switch on

the RC transmitter. The second step is to pull the throttle to 0%, only then will the engine stop.

The second failsafe is a 2

- step flight plan change safeguard. This consist of 1) altering a flight plan waypoint, 2) send ing the updated flight plan the UAS.

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PROPRIETARY (5) What kind of inadvertent input could the pilot enter to cause an undesirable outcome (for example, accidentally hitting the “kill engine” command in flight)?

Even with the existing safeguards a crew member still ha s ability to send the UAS

undesirable commands

. These consist of sending the UAS an incorrect flight plan or setting the UAS into manual mode and performing a piloting error.

(6) Are any other programs running concurrently on the ground control computer? If so, what precautionary measures are used to ensure that flight

- critical processing will not be adversely

affected?

No other programs will be running concurrently other than background programs such as

anti

- virus programs.

(7) What are the possible condi tions that would cause a ground control station display or interface

lock

- up?

A lock

- up could occur due to a random error in the operating system or the GCS software. The only way to mitigate this is to limit the number of programs the computer is running during flight operations.

(8) Are any of the primary flight controls based on the Windows operating system?

The GCS is a Windows operating system that the flight control software is run on.

(9) What alarms or warnings does the system provide to the pilot ( for example, low fuel or battery, failure of critical systems, departure from operational boundary)?

The GCS features the following visual warnings to the UAS ground crew . A large red ‘X’ over the Wireless Telemetry Connection will be displayed in the even t of a lost

communication link. In the event of a lost GPS link the GCS will display “No GPS” in

the GPS field of the GCS.

(10) Describe the means of providing primary and backup power to the ground control station.

The GCS consists of a laptop (with an at tached radio transmitter/receiver) and an RC transmitter for manual flight. The primary source of power for the system will be a generator. The laptop itself has a battery that will provide uninterrupted power supply and backup power. The RC transmitter is battery powered, failure of RC control will trigger return to home from autopilot.

(11) What procedures are in place should the control station lose primary and secondary power?

If the control station should lose primary and secondary power, the pilot wil l take manual

control of the aircraft and land.



## 4. Ground Support Equipment

Describe all the support equipment that is used on the ground. Include any launch or recovery systems, ground data terminals, generators, and power supplies.

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PROPRIETARY Launch/Recovery: Bungee l aunch

- consisting of a rubber bungee staked to the ground and connected to the airframe by a small hook allowing quick launches with small amounts of space. The Milo does a belly landing and is recovered by hand.

Generators: Generator used to provide prima ry power source for GCS.

RC Transmitter: Used to manually control the aircraft. Powered by internal battery.



## 5. Processes and Procedures

A. Configuration Management

(1) What procedures are in place to manage change configuration? Is it documented?

See the Applewhite Aero Configuration Management document.

(2) Describe the procedures used for controlling drawings, test procedures, engineering changes,

etc.

See the Applewhite Aero Document Management document.

(3) Describe the quality assurance system, methods and procedures used, and structure within the organization.

See the Applewhite Aero Quality Control document.



### B. Software Management

(1) Describe what software functions were developed by the applicant or the applicant’s suppliers, and what function s are implemented by COTS software.

All functions are implemented by the COTS software.

(2) What software development process(es) have been used in the development of software components for the aircraft and the ground control station, and what software li fecycle data is

available for review?

None. The Milo UAS is equipped with COTS software only.

(3) How will updates to system software (including COTS software) be implemented?

The autopilot software is open source and is updated through the supplier ’ s we bsite. Applewhite Aero will research any changes to the autopilot software, and decide if the new software should be implemented. After software is updated a systems check will be done to ensure proper functionality of the UAS.

(4 ) Describe how the soft ware requirements are validated a nd how the software is verified

.

The software is verified by system checks on the ground that are done when software is updated.

(5 ) For aspects of software development that are allocated to suppliers, describe the process of supplier oversight.

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PROPRIETARY There is no software development allocated to suppliers past their initial release of the

software

.

(6 ) How is software load control implemented for the system to ensure that the correct software components are loaded onto the system ?

There is no software load control. System checks are required when new software is loaded to prevent any issues.

(7 ) What software quality assurance processes are used in the development of the system software? How are suppliers a part of the process?

Su ppliers are not a part of the process, they release the product only. For quality assurance with our systems, the ground checks are done to make sure each component

works as it should.

(8 ) Is there a system for reporting and tracking problems? How are supp liers integrated into the problem reporting system?

Yes, refer to the Applewhite Aero Flight Reporting document.

(9 ) What procedures are in place to manage configuration changes? How are they documented?

See the Applewhite Aero Documentation Management document.

(10 ) What programming language(s) are used?

The ArduPilot Mega is programmed using the Ardui no programming language.

(11 ) What requirements standards, design standards, and coding standards are used in the software development process? What ens ures that the standards are followed?

The software is released from the supplier, and then Applewhite Aero adjusts certain parameters to fit the airframe and mission profile.



### C. Electronic Hardware Design and Testing

(1) Describe the standards and processes used to design, test, and modify electronic hardware system elements such as line replaceable units, circuit board assemblies, and COTS components.

The Milo UAS is comprised of almost entirely of COTS components. Assembly of the autopilot components, wiring harnesses, and final assembly of the Milo UAS is completed by Applewhite Aero . Every COTS component undergoes a system and

functionalit y test prior to fli ght of aircraft . The autopilots undergo testing to ensure

accurate communications with the GCS and accurate measurement of the IMU

.

(2) How is safety critical hardware components considered in the design, test, and modification processes described above r elative to non

- safety critical hardware components?

The most safety critical components of the Milo UAS consist of the autopilot, RC receiver, servos, ESC

, and battery. Each of these safety critical components is a COTS component. Each component is selec ted to meet or exceed the flight demands of the

system.

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PROPRIETARY 

## 6. Operations

A. National Airspace System (NAS) Integration and Interaction

(1) Surveillance and Aircraft Visibility.

Since the Milo UAS is scheduled to be flown in an active restricted airspace, no transponder is deemed necessary.

1) Is the UA equipped with TSO approved Mode

- C or Mode

- S transponder? If yes,
under what TSO and Class of equipment was the transponder approved?

No.

2) Is the UA equipped with a non

- TSO approved Mode

- C or Mode

- S transponder?
If yes, describe the method used to determine that the transponder meets the
performance and environment requirements of any class of TSO

- C74d (Mode C)

or TSO

- C112 (Mode S). Highlight any TSO deviations or non

- TSO functions.

No.

3) What functions and/or settings of the transponder can be changed by the pilot?

N/A.

4) Describe the transponder test procedures (Reference § 91.413).

N/A.

5) Does the UA have a high

- visibility paint scheme that enables other pilots to see
and avoid the UA and enables the observer(s) to visually acquire and track the

UA?

The Milo UAS will have a highly visible paint scheme including bright colors and shapes designed to draw the eye.

6) What characteristics of the aircraft shape or structure increase its ability to be

seen and tracked?

The Milo UAS has a large vertical tail and forward portion of the fuselage that create a large and distinctive profile, allowing for better tracking. See Figure 4.

7) Does the UA have anti

- collision lights? Does the UA have position lights? What
are the procedures if the lights are inoperative?

The Milo UAS is not equipped with lights. The aircraft will only operate in daylight VMC conditions. Future systems will be equipped with lights

and strobes to add visibility to the aircraft and create the potential for flight in limited visibility conditions.

8) For optionally piloted aircraft ( OPA ) , does the cockpit have instrument and
cockpit lighting?

The Milo UAS is not optionally piloted.

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PROPRIETARY (2) ATC and crewmember communications.

(a) How does the pilot communicate with ATC?

The pilot will use cell phone co mmunications to contact the ATC, or the Range Safety Officer will coordinate between ATC and the pilot.

(b) How does the pilot communicate with oth er users of the airspace?

The Milo UAS will be flown in active restricted airspace ; no aircraft should be in the airspace. Evasive action will be taking to avoid any other users. If there are multiple groups utilizing the restricted airspace at one time, the flights will be coordinated through the Range Safety Officer.

(c) Describe the communications equipment (that is, radios), including any equipment on

the aircraft.

Table 5 : Communications

Communications Equipment
Equipment: Manufacturer: Model: Frequency Range:

Transceiver Digi International XBEE09P 902

- 928 MHz

Transmitter Spektrum DX7 2402

- 2478 MHz

Transmitter Spektrum DX18 2402

- 2476 MHz

(d) Is there an intercommunication system that allows for communication between the pilot(s), ground support personnel, crewmembers, and observers?

Due to small team size, verbal communication should be adequate. Intercoms or

s hort

- range radios will be available

, if needed.

(e) What procedures have been established in the event of interc om failure?

In the event of intercom failure, verbal communication will be used

. If this backup method is not adequate, a pilot will land the aircraft.

(3) Sense and avoid.

(a) Describe the method(s) in place for sense and avoid, and if applicable, identif y the members of the flight crew that hold this responsibility.

The method is to visually scan the airspace for potential conflicts. It is the responsibility of the pilot in command ( PIC ) and observer (s) to avoid conflicts.

(b) What are the minimum traffic detection capabilities in azimuth and elevation?

N/A

(c) Describe the procedures that will be implemented should an aircraft enter the operating area.

If another aircraft should enter the flight area, a pilot will take manual control of

the Milo UAS and immediately initiate a traffic avoidance maneuver.

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PROPRIETARY (4) Chase aircraft operations.

Milo UAS testing will not include chase aircraft operations.



### B. Flight Phases

(1) Pre

- flight/taxi operations.

(a) Describe the entire flight planning process, including how weather briefings and updates are obtained.

1) Flight planning will begin with a list of tasks to be completed during the flight

test.

2) These tasks will be used to generate a mission profile.

3) The flight control software will be programmed with the mission profile taking
into account the physical geometry of the test area.

4) Prior to or on the day of the proposed flight profile, a preflight crew briefing will
take place with all parties involved.

5) Weather will be obtained from NOAA (www.aviationweather.gov) to verify
current and forecast area weather. NOTAMS, PIREPS and any other pertinent

information will be researched.

6) The vehicl e will be assembled, inspected , programmed for the flight profile, and
a complete systems check will be performed.

7) The test range safety officer will be informed of an impending flight.

8) The cognizant ATC will be i nformed of an impending flight for at least the first
flight of the day. That is, unless the range safety officer does not handle this duty.

9) All crew members of the flight t eam need to agree to proceed with the flight.

10) The aircraft will then be launched according to the flight plan.

11) Since the vehicle has a short duration flight envelop e , several flights can be made

within one area forecast.

12) Updates for weather and NOTAMS will be obtained every four hours via
www.aviationweather.gov.

13) Upon conclusion of the flight test plan for the day, the test range officer and the
cognizant ATC will be informed that no more flights are to be conducted that
day.

(b) Describe your coordination procedures with ATC before takeoff by addressing at a

minimum:

1) Notices to Airmen (NOTAM).

The cognizant ATC will be contacted prior to any flight operations and

relevant NOTAMS will be researched. Including local and FDC.

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PROPRIETARY 2) Filing the flight plan.

Flight plan filing is not required for the specified airspace.

3) Transponder codes.

The Milo UAS is not equipped with a transponder.

(c) Describe UAS preflight activities and the system and support equipment required by addressing at a minimum:

1) The process by whi ch the system is prepared for flight.

The system will undergo a pre

- flight inspection. Information regarding the pre

- flight inspection can be found in Maintenance Section of this

document.

2) The systems required to prepare the system for flight.

The systems required to prepare the Milo UAS for flight include the portable GCS and the RC transmitter.

3) What critical process points are established, such as system configuration files
needed to establish flight controls calibration?

Configuration files are noted on the flight plan datasheet for both the aircraft configuration and for the mission profile. (See Flight Reporting document).

(d) Describe how mapping updates are performed on the control station.

The ArduPilot Mega utilizes Google Earth for mapping which installs updates automatically when connected to the Internet. Prior to flight, automatic updating will be disabled in order to prevent any issues during flight

.

(e) Describe the flightline/operations safety program, if any.

Sterile Cockpit will be observ ed. For further information see the Flightline Safety Program document.

(f) How do you ensure the area is clear for taxi?

Taxi will not be required. The aircraft is bungee launched

.

(g) Describe the procedures to ensure the engine isn’t started in a manner that coul d cause injury to ground personnel.

Aircraft will be hand launched by a crew member who has been trained by Applewhite Aero on how to safely launch the aircraft. The crew will maintain a safe distance away from the launch the plane using a pull cord . All crew members will be aware of the situation and vigilant for signs of malfunction, giving warning should the situation require it, allowing all personnel to react appropriately to maintain their safety.

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PROPRIETARY (2) Take off/launch. Provide a descr iption of system equipment required for this operation. Identify unique system performance and procedures.

The Milo UAS will be launched using a bungee system staked to the ground and hooked to the aircraft appropriately. Once the bungee is drawn back to the proper tension, the plane will be released from a safe distance via a foot pedal.

(3) Flight.

(a) Identify the components of the system, including support equipment that is required for the UA to conduct safe flight operations. Information presented in response to this

item shall address at a minimum:

1) The process by which the system is operated during flight.

A ground station i s required for initial programming of the vehicle. Once programmed, the vehicle can operate independently of any ground station in a completely autonomous mode. Ground stations are provided to monitor the progress or change the mission profile during fligh t.

2) The systems required to operate the system during flight.

The systems required to operate the Milo UAS during flight include the portable GCS and the RC transmitter.

3) Critical process points that are established.

Monitor progress of the UAS during flig ht.

(b) Describe the method for switching between pilot

- controlled (manual) and autonomous flight modes. At what points during the flight will this happen?

A switch on the RC transmitter switches between manual and autopilot mode.

Manual control will be ta ken in the event of another aircraft enters the flight area, and an evasive maneuver cannot quickly be programmed into the autopilot, or the lost link or any other flight mode behaves in a way counter to the programmed flight plan.

(c) What indication does the pilot have that they are in control of the aircraft?

The observed behavior is in alignment with the mission profile and the pilot can demonstrate manual control and a return to automated flight.

(d) For OPA, describe how the remote control equipment w ill be engaged and disengaged during ground and flight operations.

The Milo UAS is not optionally piloted.

(e) How are changes made to the flight plan during flight?

The new flight plan is programmed into the ground control station and then sent

to the UAS, the autopi lot will adjust its flight plan /path accordingly.

(f) Describe the procedures in the event of lost communication with ATC (if applicable).

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PROPRIETARY Notification with ATC is either via phone call or relayed via the RSO. Constant

communication is not r equired.

(4) Landing/recovery. Provide a description of system equipment required for this operation. Identify unique system performance and procedures.

The Milo UAS will belly land and will be recovered on foot. There is no additional equipment needed f

or landing/recovery.

(5) Post

- flight.

(a) This subsection intends to identify the parts of the system, including support equipment required for the UAS to conduct safe operations. Information presented in response to this item shall address at a minimum:

1) T he process by which the system is operated post

- flight.

a. Verify landing site is safe for recovery

b. Recovery

c. Perform po st

- flight inspection/maintenance

d. Post

- flight debrief

e. Document flight “lessons learned” if applicable

f. Prepare system for next flight , if appl icable

g. After the final flight, the system may be dismantled and packed into its

case

2) The systems required to operate the system post

- flight.

None.

3) Critical process points that are established.

a. Verify that landing site is safe for recovery.

b. Post

- flight inspection

(b) Describe the process for a post

- flight inspection.

The post

- flight inspection is follows the same procedures as the pre

- flight inspection described above.

(c) Describe the process for incident/accident reporting.

Any incident, accident, or any flight operation that transgresses the lateral or vertical boundaries of the flight test area or any restricted airspace must be reported to the UAS Integration Office (AFS

- 80) within 24 hours. AFS

- 80 can be reached by teleph one at 202

- 385

- 4636 or by fax at 202

- 385

- 4559. Accidents that result in death or serious injury to any person, or accidents that cause substantial damage to a UA with a maximum gross takeoff weight of 300 pounds or more must be reported to the National Tra nsportation Safety Board (NTSB) per instructions on their website: www.ntsb.gov. Further flight operations must not

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PROPRIETARY be conducted until the incident is reviewed by AFS

- 80 and authorization to resume operations is provided to Applewhite Aero

.



### C. Operating Are as (1) How do you ensure that there is no unusual ground activity under the flight operations area? For example, are there any weekend events scheduled? Are there housing areas or public gathering places?

An initial visual scan of the bay will be conducted prior to flight for potential conflicts. Ongoing scans will be conducted during flight and potential conflicts will be avoided.

(2) Identify any military or civilian routes through the proposed operational area.

(a) Pendleton, OR: The testing sites are located north

- northeast of Holden, OR, just outside of Pendleton, as can be seen in figure 13. There are a few minor roadways passing near the boundaries of the Primary and Secondary Pendleton sites as can be seen from figures 14 and 15 below.

T he roadway’s include Hartle Rd, Highway 37, Co 891 Rd, Co 888 Rd, and N. Juniper

Rd.

(b) Whidbey Island, WA: V287 passes through R

- 6701. The activation of R

- 6701 s hould preclude the use of V287

at or below 5000 ft. MSL.

(3) Identify t he proposed operating area on an aeronautical chart. The proposed area needs to define lateral boundaries and requested altitudes.

(a) Pendleton Airport

– Class G, Active Restricted Pendleton, OR

Testing will occur in the airspace indicated in Figure 13

, below. Most testing will be conducted within the primary test area as defined in Fi gure 14 . A secondary t est area is defined in Figure 15

.

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PROPRIETARY Figure 17 : Pendleton Location Sectional

Figure 18 : Pendleton Primary Test Area

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PROPRIETARY 

### Northeast Test Area:

Point P1: N45 ° 55’48” W118 ° 54’07”

Point P2: N45 ° 55’55” W118 ° 53’46”

Point P3: N4 5 ° 55’55” W118 ° 53’13”

Point P4 : N4 5 ° 56’06” W118 ° 53’13”

Point P5 : N4 5 ° 56’10” W118 ° 52’12”

Point P6 : N

4 5 ° 54’50” W118 ° 52’12”

Point P7 : N4 5 ° 54’50” W118 ° 52’52”

Point P8 : N4 5 ° 55’16’ W118 ° 52’52”

Point P 9 : N4 5 ° 55’16” W118 ° 54 ’ 07 ”

Leg 1

– P1 to P2: 0.33 miles Leg 2

– P2 to P3: 0. 46 miles Leg 3

– P3 to P4 : 0. 22 miles Leg 4

– P4 to P5 : 0. 78 miles Leg 5

– P 5 to P6 : 1.51 miles Leg 6

– P6 to P7 : 0.52 miles Leg 7

– P 7 to P8 : 0. 49 miles Leg 8

– P 8 to P9 : 1.00 miles Leg 9

– P 9 to P1 : 0.62 miles

Figure 19 : Pendleton Secondary Test Area

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PROPRIETARY 

### Southwest Test Area:

Point P1: N45 ° 55 ’ 16 ” W118 ° 57 ’ 50 ”

Point P2: N45 ° 55 ’ 16 ” W118 ° 56 ’ 38 ”

Point P3: N4 5 ° 54 ’ 50 ” W118 ° 56 ’ 38 ”

Point P4 : N4 5 ° 54 ’ 50 ” W118 ° 57 ’ 11 ”

Point P5 : N4 5 ° 53 ’ 0 6 ” W118 ° 57 ’ 14 ”

Point P6 : N4 5 ° 53 ’ 06 ” W118 ° 58 ’ 30 ”

Point P7 : N4 5 ° 54 ’ 50 ” W118 ° 58 ’ 30 ”

Point P8 : N4 5 ° 54 ’ 50 ” W118 ° 57 ’ 50 ”

Leg 1

– P1 to P2: 1.00 miles Leg 2

– P2 to P3: 0.49 miles Leg 3

– P3 to P4 : 0.47 miles Leg 4

– P4 to P5 : 1.98 miles Leg 5

– P 5 to P6 : 0.99 miles Leg 6

– P6 to P7 : 2.00 miles Leg 7

– P 7 to P8 : 0.50 miles Leg 8

– P 8 to P1 : 0.49 miles

(b) R

- 6701 (Admiralty Bay)

– Class E , Active Restricted Whidbey Island, Washington

Testing will occur under the R

- 6701 airspace indicated in Figure 1 6 , below. Most testing will be conducted within the primary test area as defined in Figure 1 7 . A secondary test area is defined in Figure 1 8

.

Figure 20 : R

- 6701

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PROPRIETARY 

### R

- 6701:

Northwest Corner: N48°10’ W122°41’

East to: N48°10’ W122°34 ’ 54”

Southeast to: N48°05’42” W122°31 ’ 36”

West to: N48°06 ’ 06” W122°41 ’ 18”

North to: N48°10’ W122°41’

Leg 1

- Northwest Corner to Northeast Corner: 4.72 miles Leg 2

– Northeast Corner to Southeast Corner: 5.52 miles Leg 3

– Southeast Corner to Southwest Corner: 7.49 miles Leg 4

– Southwest Corner to Northwest Corner: 4.50 miles

Figure 21 : Whidbey Island Primary Test Area



### Primary T

est Area:

Launch Area: N48°07 ’ 06” W122°35 ’ 54”

Point P1: N48°07 ’ 06” W122°35 ’ 12”

Point P2: N48°06 ’ 30” W122°34 ’ 54”

Point P3: N48°06 ’ 30” W122°35 ’ 54”

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PROPRIETARY 

### Leg 1

– Launch to P1 : 0.50 miles Leg 2

– P1 to P2: 0.76 miles Leg 3

– P2 to P3: 0.76 miles Leg 4

– P3 to Launch: 0.73 miles

Figure 22 : Whidbey Island Secondary Test Area



### Secondary Test Area:

Point S1: N48°09 ’ 06” W122°41 ’ 06”

Point S2: N48°09 ’ 54” W122°38 ’ 54”

Point S3: N48°09 ’ 12” W122°36 ’ 42”

Launch Area: N48°07 ’ 06” W122°35 ’ 54”

Point P3 N48°06 ’ 30” W1 22°35 ’ 54”

Point S4: N48°05 ’ 54” W122°36 ’ 18”

Point R4: N48°06 ’ 06” W122°41 ’ 18”

Leg 1

– S1 to S2 : 2.00 miles Leg 2

– S2 to S3: 1.87 miles Leg 3

– S3 to Launch: 2.53 miles Leg 4

– Launch to P3: 0.73 miles Leg 5

– P3 to S4: 0.68 miles Leg 6

– S4 to R4: 3.89 miles Leg 7

– R4 to S1: 3.45 miles

(c) Royal City, Washington
Provide an aeronautical chart(s) or aerial photograph(s) of the operating area in which the experimental flights will be conducted. For experimental aircraft, indicate where initial flight testing will occur on an aeronautical chart or aerial photograph. Include the following:

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PROPRIETARY  The areas over which the flights are requested to be conducted and the address of base
operation (§ 21.193(d)(3)).

– Class E Airspace: 15 mi. Southwest of Moses Lake, WA

 The proposed flight test area using latitude and longitude on an aeronautical chart or
aerial photograph. For example, if the perimeter of the proposed flight test area is in the
shape of a rectangle, the latit ude and longitude of the corners must be stated. The distance
of each leg of the perimeter must be stated.

Testing will occur within the bound airspace indicated in Figure 4 , below. Most testing will be conducted within the primary test area as defined in Figure 5 . A secondary test area is defined in Figure 6

.

 Proposed upper and lower altitude limits

Upper limit: 5000 ft MSL

Lower limit: 20 ft AGL

 Class of airspace to be used.

Class “E” airspace, where the restriction will be active during the flights. All flights will be conducted under supervision of the Range Safety Officer.

 Flight rules and weather conditions, for example, visual flight rules (VFR) and visual
meteorological conditions (VMC).

Milo UAS flight testing will be conducted under VFR in VMC co nditions, and will maintain line of sight communication and operation.

 Whether flight testing will include payload testing. If so, describe the payload and its
operation.

Several payload modules are in development which may be used to collect or independen tly stream video or telemetry. Payload modules may be externally or internally mounted. Payload modules may include one or more of self

- contained video (e.g. go

- cam), streaming video, and sensors (e.g. temperature).

 Whether the aircraft will perform any ae robatic maneuvers as defined by § 91.303.

The Milo UAS will not be performing any intentional aerobatic maneuvers.

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PROPRIETARY Figure 23 : Royal City Location Sectional



### Royal City Location Sectional :
Northwest Corner: N46 °53’ W119°3 8 ’ 30 ”

Northeast Corner : N46 °53’ W119°3 5’

Southeast Corner : N46 °49 ’ 30 ” W119 °35’

Southwest Corner : N46° 49 ’ 30 ” W119° 38 ’ 3 0 ”

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PROPRIETARY Figure 24 : Royal City Primary Test Area



### Primary Test Area:

Northwest Corner P1 : N46°52 ’ 43” W119°37 ’ 08”

East to P2 : N46°52 ’ 43” W119°36 ’ 26”

North to P3 : N46°52 ’ 58 W119°36 ’ 27”

East to P4 : N46°52 ’ 58” W119°36 ’ 04”

South to P5 : N46°52 ’ 17” W119°36 ’ 07”

Southwest to P6 : N46°51 ’ 51” W119°36 ’ 19”

West to P7 : N46°51 ’ 52” W119°37 ’ 08”

Leg 1

- Northwest Corner P1 to P2 : 4.59 miles Leg 2

– North P2 to P3 : 1.89 miles Leg 3

– East P3 to P4 : 2.61 miles Leg 4

– South P4 to P5 : 6.36 miles Leg 5

– Southwest P5 to P6: 4.07 miles Leg 6

– West P6 to P7 6.01 miles Leg 7

– North P7 to P1 8.61 miles

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PROPRIETARY Figure 25 : Royal City Secondary Test Area



### Secondary Test Area:

Point S1: N46°20’ 49” W119°50 ’ 42”

Point S2: N46°20 ’ 50” W119°46 ’ 49”

Point S3: N46°19’12” W119°46 ’ 49”

Point S4 : N46°19 ’ 11” W119°50 ’ 41”

Leg 1

– S1 to S2 : 2.60 miles Leg 2

– S2 to S3: 1.35 miles

Le g 3

– S3 to S4: 2.37 miles Leg 4

– S4 to S1: 1.39 miles



### D. Flight Envelope and Test Plans

(1) Describe the conditions under which flight envelopes will be tested. How close will operations be to any populated areas and major highways?

Conditions: VFR and VMC.

Primary Test Area

(a) Pendleton, OR: 17 miles north

- northwest of Pendleton, OR and just north

northeast of Holden, OR.

(b) Whidbey Island: 150 feet from a local highway, SR

- 525

, at closest point.

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PROPRIETARY Secondary Test Area

(a) Pendleton, OR: As defined above.

(b) Whidbey Island: Over the water, Admiralty Bay.

(2) Describe ho w you plan to meet test objectives under the proposed flight envelope and operating area. Include test plans, if possible.

Purpose: To perform research and development evaluations of the Milo UAS

.

Activity: Operation of the Milo UAS

.

Specifically, overall flight performance and autopilot will be evaluated by taking the

Milo UAS through increasingly complex flight paths i n maneuvers. The evaluation may also entail endurance testing, adjusting the center of gravity to measure stability , and effects of speed variations on the airframe. Secondary purposes are to perform crew training in the operation of the Milo UAS and market research.

Max Operating Altitude: 18 00 0 feet MSL

Milo UAS flight testing will be conducted under VFR in VMC conditions, and will maintain LOS communication and operation. A pilot will be on

- site to take control of the

UAS should the autopilot lose its link with the ground station or if the UAS does not perform as expected.

The maxim

um operating altitude wil l be 500 0 feet MS L. The flight endurance of the

Milo UAS is between 30

– 45 minutes, typical . Flights will vary in duration but will typically not exceed 30 minutes. The quantity and frequency of experimental flights will be dependent on the re sults of t he preceding flights, weather/ sea conditions, and operational readiness.



### E. Operating History

Describe the operational history of the UAS

. Include details of the following items:

The Milo UAS is a new airframe that is yet to be flight tested.



### F. Manuals

Is there an operating manual for the aircraft?

Yes , refer to Milo Aircraft Flight Manual

.

Does the manual have a section with all of the aircraft limitations in one location?

Yes.

Does the operating manual have bolded or underlined procedures for emergencie s for memory item steps?

Yes.

Is there an operation checklist for all phases of the operation?

Yes

.

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PROPRIETARY Are here separate checklist items for normal, abnormal, or emergency procedures?

Yes

.



## 7. Organizational Considerations

A. Pilot/Crew Qualifications/Training

Reference: 14 CFR part 61

– Certification: pilots, flight instructors, and ground instructors; part

63

– Certification: flight crewmembers other than pilots; part 65

– Certification: airmen other than flight crewmembers.

(1) Crew. Is there a crew resource management training program? If so, describe the program.

Crew resource management IAW AC 120

- 51E

.

(2) Pilot s

.

(a) Do the pilots have a current pilot certificate? If so, what type of pilot certificate?

Paul Applewhite: ATP, CFI, CFII, MEI with over 1 1 ,000 hours flying experience

Dave Beardsley:

Private Pilot Certificate

(b) Do the pilots have a current medical certificate? If so, what class of medical

certificate?

Paul: First Class

Dave: Second Class

(c) Describe in detail and reference any procedure s that show that the pilots are properly

trained.

All pilots and observers will complete training as required by the FAA. Pilots and observers will also complete Applewhite Aero internal training in the operation

of the Milo UAS.

(d) Is there an established formal training curriculum for all pilots including PIC, supplemental, or chase pilots(s)?

Yes. (Chase pilots are not required)

(e) Is the pilot type rated for the aircraft being flown?

Yes.

(3) Observer.

(a) Do the observers have a current pi lot certificate? If so, what type of pilot certificate?

No.

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PROPRIETARY (b) Do the observers have a current medical certificate? If so, what class of medical

certificate?

Yes, all observers have a current second class medical certificate.

(c) Does the observer understand the applicable aviation regulations such as see and avoid, clear of clouds, and right of way rules?

Yes.

(d) Is the observer a current pilot or have a training curriculum? Is there an established formal training curriculum for all observers? If so, please provide it during the site visit.

Yes.

(e) Describe, in detail, how the observer is properly trained to be an effective member of the flight team.

Observers receive same the training as a pilot and the same process is used to qualify/certify a p ilot.

(f) Does the observe r understand the following :

1) Proper communications and phraseology?

Yes.

2) Proper visual scan techniques?

Yes.

3) Standard flight operations at non

- towered airports?

Yes.

4) Containment areas and how to determine whether the UA is operating within that

area?

Yes.



### B. Maintenance

(1) Provide an inspection and maintenance program.

Refer to Milo Inspection and Maintenance Program document.

(2) Provide information on unique system maintenance activities, such as maintenance of a pneumatic launcher system.

The Milo UAS does not have any unique systems requiring maintenance.