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Rev. J 

 

Aircraft FlightManual

Date of Approval: 29 Jan 2015

P/N: 100110

S/N: 100121 AND UP
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Table of Contents 

1 Foreword ....................................................................................................................................................4

1 System Components ...............................................................................................................................5

1.1 Vapor Helicopter Components ......................................................................................................5

1.1.1 Transmission ............................................................................................................................5

1.1.2 Tail Rotor ...................................................................................................................................7

1.1.3 Main Rotor.................................................................................................................................8

1.1.4 Landing Gear.............................................................................................................................9

1.1.5 AFCS...........................................................................................................................................9

1.1.6 Data Link ................................................................................................................................. 12

1.1.7 Motor....................................................................................................................................... 12

1.1.8 Electronic Speed Controller................................................................................................. 13

1.1.9 Main Rotor Governor............................................................................................................ 13

1.1.10 Servos – Swashplate ........................................................................................................... 13

1.1.11 Servo - Tail Rotor................................................................................................................... 13

1.1.12 Rotor Blades........................................................................................................................... 14

2 Ground Control Station......................................................................................................................... 15

2.1 Setting up the GCS........................................................................................................................ 15

2.1.1 PC Requirements and Licensing........................................................................................ 16

2.1.2 Calibration of Map................................................................................................................. 16

2.1.3 Magnetic Declination............................................................................................................ 17

2.1.4 Upload Firmware to Vapor AFCS....................................................................................... 18

2.1.5 Hardware-In-The-Loop Simulation (HWIL)....................................................................... 18

2.2 GCS Modes of Operation ............................................................................................................. 19

2.3 Mission Planning Principles ........................................................................................................ 22

2.3.1 Waypoint Types..................................................................................................................... 22

2.3.2 Mission Definition ................................................................................................................. 23

2.3.3 Altitude Computation ........................................................................................................... 23

2.3.4 Planar Coordinate Computation ........................................................................................ 24

2.3.5 Uploading a Mission to the Helicopter.............................................................................. 24
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2.3.6 Trajectory Characteristics................................................................................................... 24

2.3.7 Mission Interruption ............................................................................................................. 27

2.3.8 Sharp Turning Waypoints.................................................................................................... 28

2.3.9 Mission Planning Remarks ................................................................................................. 28

2.3.10 Beware of Obstacles............................................................................................................. 28

2.4 GCS Troubleshooting.................................................................................................................... 31

3 Battery Care and Charging................................................................................................................... 31

3.1 FCS and Servo Batteries .............................................................................................................. 31

3.2 MAIN Motor Power Battery ......................................................................................................... 31

4 General Maintenance............................................................................................................................ 33

4.1 General............................................................................................................................................. 33

4.2 Cleaning........................................................................................................................................... 33

4.3 Lubrication...................................................................................................................................... 33

5 Vapor Flight Log and Procedures........................................................Error! Bookmark not defined.

5.1 VAPOR Pre-Flight and Takeoff Procedure (RC TX).................Error! Bookmark not defined.

5.2 VAPOR Pre-Flight and Takeoff Procedure (No RC Tx)...........Error! Bookmark not defined.

5.3 GCS Checklist (Tape copy to GCS laptop for convenience)...Error! Bookmark not defined.

5.4 Vapor Landing Procedure .............................................................Error! Bookmark not defined.
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1 Foreword 

This Airplane Flight Manual has been produced by Pulse Aerospace, Inc to familiarize operators 

with the VAPOR 55 Unmanned Aircraft System (UAS). It is the responsibility of the owner to 

ensure that the Airplane Flight Manual is current at all times. Additional copies of the manual and 

revisions can be obtained from Pulse Aerospace at the following Address:

Pulse Aerospace, llc.

450 N Iowa St. Ste A1

Lawrence, KS 66044

785-289-8402

contact@pulseaero.com

 
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1 System Components 

The Vapor UAS system can include several variations of the following main subcomponents:

1. Vapor 55 helicopter

2. Vapor 55 automatic flight control system

3. Data Link

4. RC link (optional)

5. Groundstation Computer

6. Groundstation Software

7. Payload system (optional)

Figure 1: VAPOR 55 with Optional LIDAR Payload 

1.1 Vapor Helicopter Components 

1.1.1 Transmission 

The transmission consists of 2-stage gearing between the motor and the main rotor. The primary 

pinion gear (attached to the motor) is the only gear where belt tension can be adjusted. This 

tension should be adjusted so that the belt cannot contact the carbon sideframe surrounding the 

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st stage gear. The second stage of the transmission and all torque convertors for the tail drive 

are factory set and do not require adjustment.

The tail belt is driven from the 1st stage of the transmission through a torque convertor and torque 

tube drive. It can be observed that the tail is driven smoothly as the main rotor turns. The metallic 

tail bevel gear set and the metallic portions of the second stage transmission gears are to be lightly 

lubricated with a spray prior to flight. Care should be taken to not over-lubricate these areas as 

this creates an attraction for dust and dirt, thus defeating the purpose.
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Figure 2: Vapor 2-Stage Transmission 
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Figure 3: Vapor Structural Chassis 

1.1.2 Tail Rotor 

The tail rotor mechanism provides yaw stabilization and torque compensation. The helicopter tail 

rotor plane is aligned perfectly with the helicopter’s Z-axis (positive down), and this should be 

verified prior to flight by eye. The helicopter tail rotor mechanism must be securely clamped and 

all bolts secure to maintain the integrity of the vehicle. Because of the high RPM associated with 

the tail rotor, Loctite should be used when securing bolts in this area to prevent them from backing 

out under vibration.

The tail rotor collective pushrod connects the tail rotor collective arm to the tail rotor servo. This 

arm should be inspected for damage, particularly in the area of the ball ends to ensure that slop in 

these joints is minimal and operation is smooth.
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Figure 4: Vapor Tail Boom Assembly 

 

1.1.3 Main Rotor 

The Vapor 55 utilizes a flybarless main rotor system. This means that there is no Bell-Hiller 

stabilizer bar and therefore, the mechanics and maintenance are simpler. The helicopter is digitally 

stabilized through the use of the Vapor 55 automatic flight control system.

Nonetheless, the helicopter is equipped with a 120 degree CCPM actuated swash-plate that 

handles collective, lateral cyclic, and longitudinal cyclic. Loctite is used throughout the main rotor 

head assembly and regular care should be taken to ensure the mechanical integrity of the head.

The main rotor head is mounted to the main rotor shaft made of high grade, heat treated steel. No 

modification of this shaft is allowed. The shaft and entire rotor head should be kept clean (wipe 

down with cloth). The shaft can be brushed with light oil after wipe-down. Only a tiny amount of 

oil should be used.

ALL BOLTS ASSOCIATED WITH THE ROTOR HEAD, TAIL ASSYMBLY, CONTROL JOINTS, POWER 

TRAIN, AND AUTOPILOT BOX SHOULD BE SECURED WITH LOCTITE BEFORE FLIGHT! This does 

not apply to bolts fixed with nylon joints or nylon locking nuts.
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Figure 5: Vapor Main Rotor Head 

1.1.4 Landing Gear 

The main landing gear on the Vapor is easily dismounted by removing 4x M4 bolts that secure 

each side. If replacement bolts are required, care should be taken to ensure that the bolts do not 

protrude beyond the aluminum side-frames of the helicopter. If they protrude, items could come 

in contact with the bolts which could lead to failures.

1.1.5 AFCS 

The Vapor UAS integrates state of the art helicopter control technologies into a simple to 

maintain and operate utility vehicle. The main components of the control system are:

 Core AFCS Unit

o GPS/INS - Global Positioning and Inertial Navigation System

o CPU – Core Processor

o FPGA – Field Programmable Gate Array

o Digital I/O

o A/D and D/A

o Air Data - barometer

o Auxiliary RS-232/TTL interfaces

 Magnetometer (Digital Compass)
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 GPS Antenna

 Data Link (Encrypted Tactical Digital Data Link)

The following algorithms are utilized and controlled with the use of a supervisor managed 

software architecture:

 Extended Kalman Filter for fusion of GPS, inertial, and air data sensors

 Robust flight controller based on H∞ methods.

 Bumpless transfer between modes

 Monitoring of GPS and Glonass solution, inertial measurement, magnetometer, PWM 

inputs, and power supply.

Navigation, guidance, control, and supervisor are comprehensively satisfied.

Figure 6: VAPOR Electrical Diagram 

1.1.5.1 Core AFCS Unit 

The Core AFCS Unit is an aluminum housing containing GPS/INS, CPU, FPGA, Digital I/O, A/D and 

D/A, Air Data, and Auxiliary RS-232/TTL interfaces. It is EMI shielded and designed to maintain 

rigidity even in the event of aircraft failure. The Enclosure is isolated with specialized vibration 

isolators to provide a tailored signal to noise ratio of the inertial sensors. The vibration isolators 

also protect the core from shock and vibration related damages. These dampers should remain 

tight and are not to be modified in any way. If the damage to one of the isolators is noticed, please 
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contact Pulse for a replacement before further operation of the helicopter. No additional 

equipment should be mounted such that it makes contact with the core AFCS or alters its range 

of motion. Connectors includeing the HDB-44, DB-9 (data link), and GPS connector, should remain 

tight

1.1.5.1.1 Magnetometer

The Honeywell HMR 2300 3 axis digital compass is mounted inside the tail-boom of the helicopter. 

Detailed information regarding this sensor can be found in Appendix A. In General, this device 

should NOT be touched with ferrous metal objects, objects that may result in static discharge 

through the device, or objects which may cause static buildup on the device.

If, during pre-flight checks, you find that the magnetometer is out of calibration, please follow the 

magnetometer calibration procedure detailed in this manual.

Figure 7: Magnetometer & GPS Antenna Mounted on VAPOR's Tail Boom 

1.1.5.2 GPS Antenna 

The GPS antenna used is designed specifically to accept signals in the bands correlating to GPS 

and Glonass satellite broadcast frequencies. Do not replace GPS antenna with alternate model 

without first consulting Pulse Aerospace. The GPS antenna does not require maintenance or 
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attention other than to keep it clean with a damp cloth and make sure it stays secure, both at its 

base mounting plate, and also at its connection to the Core AFCS unit.

1.1.6 Data Link 

The standard data-link for the Vapor consists of a 900Mhz secure digital datalink with an Ethernet

or RS-232 interface. One transceiver is mounted on the tail boom of the Vapor and connected to 

the dipole antenna. This onboard transceiver also has a special cable with a special Ethernet/DB9 connector to interface with the “LINK” connector on the core AFCS. This cable passes power 

and data between the two modules. Never try to plug any other device or cord into the “Link” port 

on the FCS or damage to the FCS will occur!

The ground based transceiver is connected through a serial port to the laptop, or tablet designated 

Ground Control Station (GCS).

The standard data-link will update telemetry to the GCS application. This can be increased if 

required. Please contact Pulse Aerospace for supplemental instruction.

It is important to make sure that the antenna connection for both the data link and GPS remain 

clean and secure.

1.1.7 Motor 

The 3-Phase brushless in-runner electric motor supplying up to 8HP to the Vapor must always 

remain securely mounted with proper belt tension to the transmission stage. Multiple high quality 

bearings support the main shaft of the motor to ensure long life and smooth operation. Bearing 

replacements are available from Pulse upon request. In this case, the motor should be returned to 

the factory by disconnecting it from the ESC and unbolting it from the upper chassis. Users who 

operate often in damp climates should take care to keep moisture from building on all steel ball 

bearings. While stainless steels are used throughout the machine, it is still good practice to keep 

all parts of the system clean.
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To remount the motor, plug it back into the ESC and remount the motor while leaving the bolts 

finger tight. Once belt tension is adjusted, tighten the motor bolts and re-check the belt tension. 

The tension is set correctly when you can, with your finger, only move the belt 3mm (halfway 

between the motor and the first stage transmission). This tension is demonstrated during your 

training course.

1.1.8 Electronic Speed Controller 

The Electronic speed controller, or ESC, should provide trouble free operation for the life of the 

helicopter. No changes to programming, mounting, and wiring should be performed without first 

consulting Pulse. The temperature of the ESC should be measured through the use of an infrared 

temperature gauge and logged in the Vapor Log. Typical temperatures are 40-80degF above 

ambient temperature. If temperatures exceed these values due to the client’s specific operational 

environment, Pulse can supply a fan to provide additional airflow to the ESC and Motor. This is 

not common.

1.1.9 Main Rotor Governor 

The Vapor UAS has a main rotor sensor and controller which allow for excellent speed control of 

the main rotor, as well as rotor RPM protection and automatic autorotation functions. 

Furthermore, the system automatically chooses its RPM based upon the altitude at which the 

system is started. For example, if the helicopter is started at sea level, the RPM of the main rotor 

will automatically be set to ~850rpm. If the helicopter is started at 2000m above sea level, the 

helicopter will automatically set its rotor speed to ~950rpm. This is a linear relationship, and so, 

we can calculate that the RPM for 1000m above sea level flight will be controlled to ~900 rpm.

1.1.10 Servos – Swashplate 

Six servos control the 120° CCPM swashplate. The servos are digitally controlled and use 

brushless motors to maximize care free operation for the length of the service interval. The servos 

should be kept clean and securely mounted. Importantly, the servo arm and linkage to the 

swashplate must remain secure at all times. During pre-flight inspection, while checking manual 

control aspects of the helicopter, the sound the servos make while rotating through the travel 

range should be noted. The servos should not be grinding, binding, screeching, heavily buzzing, or 

producing other abnormal sounds when operating. A special calibration procedure is used when 

mounting new servos and must be done at the factory.

1.1.11 Servo - Tail Rotor 

The tail servo for the Vapor is a specialized high speed digital brushless servo. The servo provides 

care free operation for the length of the service interval. The tail servo should be kept clean and 

securely mounted. Importantly, the servo arm and linkage to the tail rotor must remain secure at 

all times. During pre-flight inspection, while checking manual control aspects of the helicopter, the 

sound the servo makes while rotating through the travel range should be noted. The servo should 
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not be grinding, binding, screeching, heavily buzzing, or producing other abnormal sounds when 

operating.

1.1.12 Rotor Blades 

Spinning rotors can be dangerous. Not only can severe injury occur if a rotor comes in contact 

with any object or body-part, but the blades can, in rare cases, launch FOD (foreign object debris)

that could reach the operator or other material objects. Please ensure that the takeoff and landing 

zones are free from FOD before spool-up of the rotor blades.

The rotor blades (both tail and main) should be kept free from the buildup of dirt, grass, grime, tar, 

and bug guts. A mild soap can be used, but a damp cloth can usually get the rotor blades clean. 

The blades are inspected before each flight for damage including nicks, cracks, warpage, deep 

scratches, or any other damage that may compromise the integrity of the blade.

Proper attention to the torque of the lead-lag bolts of both the main and tail rotors is important. 

Not only can this torque effect the helicopter dynamics, incorrect tightening can lead to sever 

oscillation during spool-up and shutdown (over torqueing), or can lead to a boom-strike (under 

torqueing). The proper torqueing method is demonstrated thoroughly during the Vapor Training 

Course.
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2 Ground Control Station 

The Vapor Standard GCS is designed to be a simple application that allows the user to monitor 

flight telemetry in the form of alarms, attitude, position, speed, and mode information. The GCS is 

also useful for calibrating maps and planning missions that are then uploaded to the helicopter for 

execution. Figure 8 shows the GCS window as it sits in a window of the groundstation computer.

Figure 8: GCS Window 

2.1 Setting up the GCS 

The steps to setting up the GCS are as follows:

1. Connect the Data Link to the Laptop (through the Ethernet port)

2. Power on the data link using AC power.

3. Connect the joystick through USB (optional)

4. Power the GCS laptop

5. Start the weGCS application on the desktop (ensure that your USB Dongle License Key is 

inserted).
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Figure 9: GCS Physical Setup 

2.1.1 PC Requirements and Licensing 

The Vapor Standard GCS software runs on any Windows 7 based PC with the following 

requirements:

 Minimum x1 USB port

 Minimum x1 Ethernet port 

 Select Windows 7 OS

 Ethernet/serial translator software (can be obtained by Pulse)

2.1.2 Calibration of Map 

Map Calibration can be performed within the weGCS software. 2 sets of information are 

required:

1. A map or image in bitmap or JPEG file format (.bmp, .jpg)

a. Accurate images can be found at www.msrmaps.com free of charge. Google 

maps or Google earth images can also be used. 

2. 2 known calibration points (Upper left and lower right)

DataLink & Antenna 

POE Power Injector 

GCS Computer 

Joystick 
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Figure 10: Calibrating a Map from Google Earth 

2.1.3 Magnetic Declination 

Magnetic declination is defined as the difference between true north (vector to the north pole), and 

the magnetic north vector. These vectors are rarely coincident on our planet and can vary by large 

angles in some parts of the world. Because the Vapor uses both magnetic reference and GPS 

reference sensors, it is important to know the correct magnetic declination value appropriate for 

the region of operation. Figure 11 is a 2009 map of the measured magnetic declinations. For 

example, for Kansas City Kansas, we can see that the magnetic declination is +3°. 

The Vapor system, upon bootup, automatically loads your actual magnetic declination which is 

displayed in the upper right corner of the navigation tab. The operator should verify this value is 

accurate (within 1-2 degrees) for your current flight region prior to launch.
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Figure 11: Magnetic Declination Map (with Vapor sign convention) 2009 

2.1.4 Upload Firmware to Vapor AFCS 

From time to time, you may be asked for one reason or another, to upload a firmware update 

onto your helicopter which would be downloaded from our website or sent to you directly. In this 

case, you will be provided a software called wePilotTool which performs CRC firmware uploads, 

blackBox downloads, as well as image metadata downloads. 

2.1.5 Hardware-In-The-Loop Simulation (HWIL) 

The Vapor comes standard with an integrated HWIL simulator. This allows mission simulations 

to be evaluated while running with the helicopter hardware and thus, the helicopter firmware, in 

the simulation loop. When the simulation is running (simulation mode is active), the system 

simulates GPS and inertial data. 

The HWIL simulator is useful to test and practice procedures, as well as to evaluate mission plans. 

To enter the Vapor into simulation mode=on, simply drag the command icon to the 

command box after system bootup. More information about simulation mode and its capabilities 

and customizations can be gathered from the weGCS manual.
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Note: NEVER attempt to fly Vapor while in simulation mode! This is very dangerous! 

Note: NEVER plug in MAIN power batteries for simulation! This is very dangerous! 

 

2.2 GCS Modes of Operation 

The Vapor UAS has three flight modes: 

1. Manual Mode (Note: This mode is often referred to as Assisted Mode, Pilot Directed Mode, Sticks 

Mode, etc.) 

In Manual Mode, the flight control system performs all the autopilot stabilization functions of 

Automatic mode (see below) except for the guidance commands, which are sent from the RC 

transmitter, or the USB joystick. These commands include climb/descend, forward/reverse, 

translate left/right, and heading rate of change. When this mode is engaged, the autopilot will 

receive velocity command inputs directly from the pilot handheld transmitter, the GCS joystick, or 

the GCS sliders: 

a. Heading Rate Command: This command, which is generated by the pilot’s tail rotor 

collective (rudder) gimbal, will cause the aircraft to perform a steady, level turn at a 

rate proportional to the joystick or transmitter rudder gimbal. This command is 

limited to a maximum of 30 deg/s standard.

b. Climb/Descend Command: This command, which is generated by the pilot’s 

collective gimbal, will cause the autopilot to change its reference altitude at a rate 

proportional to the input, which will cause a climb or descent at a maximum rate of 

2 m/s standard. 

c. Forward/Reverse Command: The right gimbal provides for forward and reverse. 

Standard speed limiters are 10 m/s forward and 4 m/s reverse. There is no need 

to try to use this stick to “brake” the helicopter if a hover is desired. Simply let off 

all sticks and set the climb/descend stick to neutral to return to hover. 

d. Left/Right Translation Command: The right gimbal provides for low speed left and 

right translation of the vehicle. Do not use this command when in fast forward 

flight. It is limited to 4 m/s left or right.

2. Mission Mode (Note: This mode is often referred to as Auto Mode) 

In Mission Mode, the autopilot does not respond to the 2.4 GHz pilot console, other than to 

disengage the autopilot. The aircraft is flown via waypoint guidance and figure patterns (Circle, 

Figure 8, Hippodrome, etc.). 
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3. Home Mode 

In Home Mode, the autopilot commands the aircraft to fly towards the home waypoint, which is 

defined as a position, altitude, and speed. When the Home Mode is engaged, the aircraft will 

immediately climb or descend according to the altitude controller within the specified climb limits 

(2m/s) to achieve the altitude of the Home Waypoint. 

Home mode is automatically entered in the case of lost link and the lost link timer has expired. 

This lost link timer is user configurable and is set to 10 seconds from the factory.

Note: When the helicopter leaves the region defined by its center at the start location and its radius 

is 3000m (standard), the helicopter will automatically stop listening to or observing any commands 

given by any RC transmitter. This is a safety feature to disable any other RC transmitter from 

accidentally taking control of your helicopter. While this is really no longer a problem with modern 

receivers which must be “bound” properly to the aircraft, it is still a nice safety feature to be aware 

of.

Note: Never try to “Bind” your Vapor to another RC transmitter. Special bind settings are used 

and set by the factory. Improper binding is unauthorized and may cause erratic behavior of the 

system.
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2.3 Mission Planning Principles 

2.3.1 Waypoint Types 

Waypoints are programmed through the use of the GCS. Each waypoint consists of the 

following:

1. Latitude and longitude of the waypoint

2. Altitude or above ground level (AGL) of the waypoint

3. Ground speed that is observed when tracking the waypoint

4. Turn Payload on/off for each waypoint.

5. Optional hover heading.

6. Optional hover timer.

7. Optional waypoint trigger.
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The standard GCS for the Vapor supports x2 waypoint types:

1. Stop Waypoints

a. Always stops at waypoint

b. Mission continuation with GCS command or timeout parameter

2. Cruise Waypoints

a. Always pass through waypoint

b. If speed zero, then stop and go

2.3.2 Mission Definition 

An uploadable mission must always consist of the following:

1. 1 START waypoint (ID=0):

a. Near takeoff location of helicopter

b. Always at ground altitude

2. 1 HOME waypoint (ID=1):

a. Location where helicopter flies in the case of:

i. Execution of GCS “HOME” command

ii. Data link lost timeout period

b. Altitude typically above trees, buildings, or fences in the mission area.

3. Stop and Cruise waypoints

A minimal mission consists of a start waypoint and a home waypoint.

2.3.3 Altitude Computation 

The helicopter operates with relative altitudes. Zero altitude is where the GPS becomes valid at a 

pre-defined PDOP accuracy value. The helicopter now computes the reference altitude always with 

respect to the START waypoint:

Reference altitude waypoint X = altitude waypoint X – altitude START waypoint
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2.3.4 Planar Coordinate Computation 

2.3.5 Uploading a Mission to the Helicopter 

A mission can be uploaded from the GCS to the helicopter once the mission has been saved. The 

upload can only occur when the helicopter is in the “READY” state and the helicopter is not currently 

executing a mission. If you want to upload a new mission during flight, first place the helicopter in 

hover by entering the “Assisted Mode” with joysticks neutral, then upload the mission. The new 

mission can now be executed by returning to “Mission” Mode. Only 1 mission can be stored on the 

helicopter at a time, however, multiple missions can be loaded and executed by the helicopter per 

flight. The helicopter must be in “Hover” state to enter “Mission” Mode.

2.3.6 Trajectory Characteristics 

The following subsections show examples of the behavior of Vapor to several common types of 

waypoint transitions.
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2.3.6.1 Acceleration and Climb Example 

2.3.6.2 Deceleration and Descend Example 
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2.3.6.3 Travel Speed Not Defined Examples 
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2.3.6.4 Stacked Waypoint Example 

2.3.7 Mission Interruption 

The helicopter mission can be interrupted at any time by switching to the “Assisted” Mode. In this 

case, the mission can be continued by switching back to “Mission” Mode and continuing at the 

specified waypoint.

A HOLD command is provided. The Hold command overrides automatic mode, as well as manual 

mode, and places the helicopter in a hover.
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2.3.8 Sharp Turning Waypoints 

2.3.9 Mission Planning Remarks 

 Maximum number of waypoints = 255

 Maximum cruise speed = 10 m/s groundspeed (standard limit from factory)

 Maximum climb/descent rate = 2 m/s

 Default speed between waypoints = 10 m/s

 START waypoint defined by WP0

 Home waypoint defined by WP1

2.3.10 Beware of Obstacles 

The standard Vapor helicopter does NOT have automatic obstacle avoidance measures. It is the 

operators responsibility to make sure that the path specified does not contain obstacles! Failure 

to plan accordingly can result in crash! This is often refered to as “controlled crash into terrain”.
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Figure 12: Beware of Obstacles 

Abnormal and Emergency Procedures

Abnormal Procedures

within Line of site GPS 

lost mode

GPS Jamming, loss of 

antenna connection, 

GPS antenna 

obstruction

Helicopter will automatically revert to attitude 

controller. Pilot takes control with handheld unit 

and lands aircraft in attitude control mode.

RPM fluctuations RPM Sensor failure, 

motor/powertrain 

pre-failure

Land helicopter at safe landing zone immediately 

and inspect.

Abnormally high 

Collective settings

Payload is too heavy, 

altitude is too high, 

incorrect RPM setting 

for altitude and 

payload

Land helicopter at safe landing zone immediately 

and inspect.

Pilot commands 

forward but helicopter 

flies diagonally

Magnetometer need 

calibration, magnetic 

declination setting 

incorrect

Land helicopter at safe landing zone immediately 

and perform magnetometer check on ground.

Tail Wagging Gusty wind conditions Point helicopter heading into wind

Unusual sounds from 

helicopter

Gusty wind conditions, 

mechanical problem

Land helicopter at safe landing zone and inspect.

Unusual oscillations of 

helicopter

Gusty wind conditions, 

magnetometer needs 

calibration, object in 

contact with FCS box

Land helicopter at safe landing zone and inspect.
30

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Helicopter is not 

responding to 

commands and datalink is lost

Data-link is lost due to 

range, interference, 

jamming, or loss of 

antenna

Wait for user defined timeout period (usually 10 

sec). Helicopter will return to HOME waypoint and 

land. Home waypoint is at takeoff location if GCS 

not used.

Emergency 

Procedures

Beyond Line of site 

GPS lost mode

GPS Jamming, loss of 

antenna connection, 

GPS antenna 

obstruction

Depending on flying location, follow flight area 

procedures for lost aircraft. Possible actions are 1. 

Dead reckoning navigation recovery 2.engine 

shutdown/autorotation 3. controlled crash

Loss of tail control Tail powertrain, 

actuator, or blade 

failure

Immediately shutdown motor and perform 

autorotation

Loss of main rotor 

power (Helicopter is 

descending)

Powertrain Failure If possible, provide forward speed command and 

steer aircraft to safe landing zone. Release forward 

speed and turn commands at ~10-20ft AGL to 

provide autorotation flare.

Severe oscillatory or 

unstable behavior

Gusty wind conditions, 

magnetometer needs 

calibration, object in 

contact with FCS box.

Depending on severity, pilot should try to land 

immediately. If oscillations become too sever for 

safe landing, an engine shutdown and autorotation 

procedure is recommended.

Helicopter is not 

responding to 

commands and 

primary and secondary 

data-link is NOT lost

FCS failure

Depending on flying location, follow flight area 

procedures for lost aircraft. Possible actions are 

1.engine shutdown/autorotation 2. controlled 

crash
31

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2.4 GCS Troubleshooting 

3 Battery Care and Charging 

3.1 FCS and Servo Batteries 

The AFCS and Servos are powered by redundant parallel 3-cell lithium batteries of the following 

specification:

 3-cell packs Vnominal = 11.1VDC, Vmax = 12.6VDC, capacity = 3200mAh

These packs can be charged only with the use of a LIPO battery charger that can be supplied by 

Pulse Aerospace. The charge current setting on a lithium charger should be 3S, (3.2 A)

In practice, these batteries should be fully charged whenever the voltage drops to 11.5V to ensure 

battery life throughout the flight.

Batteries should be stored indoors. Please read and fully understand the precautions associated 

with LIPO batteries before using or charging the system. Never leave LIPO batteries charging 

unattended!

3.2 MAIN Motor Power Battery 

The MAIN Motor Power Battery consists of x2 12-cell 22,000mAh packs run in series. The packs 

are charged separately as x4 6s packs. The Vapor power connector implements these packs 

together in series to create 12s, 44,000mAh (44Ah) power to the ESC.
32

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The MAIN Motor Power Battery can be charge at up to 40 Amps each. A large power supply is 

required to achieve this charge rate. The standard charger and power supply provided can supply 

20A to each battery side for simultaneous charging of the x2 internal power packs.

Batteries should be stored indoors. Please read and fully understand the precautions associated 

with LIPO batteries before using or charging the system. Never leave LIPO batteries charging 

unattended! 

Figure 13: Representative Vapor 35 Performance Chart 

Table 1: Vapor 55 Battery Minimum Voltage Requirement Variation with Flight Altitude

18 Tooth Motor Pinion

AMSL (m) 0 250 500 750 1000 1250 1500 1750 2000

Rotor RPM 860 870 880 890 900 910 920 930 940

Motor RPM 10893 11020 11147 11273 11400 11527 11653 11780 11907

Minimum “Under Load” 

Voltage required 37.12 37.55 37.98 38.41 38.84 39.27 39.70 40.14 40.57

Minimum “Under Load” 

Volts/cell required 3.09 3.13 3.16 3.20 3.24 3.27 3.31 3.34 3.38

19 Tooth Motor Pinion

AMSL (m) 2000 2250 2500 2750 3000 3250 3500 3750 4000

Rotor RPM 940 950 960 970 980 990 1000 1010 1020

Motor RPM 11280 11400 11520 11640 11760 11880 12000 12120 12240

Minimum “Under Load” 

Voltage required 38.43 38.84 39.25 39.66 40.07 40.48 40.89 41.29 41.70

Minimum “Under Load” 

Volts/cell required 3.20 3.24 3.27 3.30 3.34 3.37 3.41 3.44 3.48
33

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4 General Maintenance 

4.1 General 

The Vapor should be checked over before and after each flight to ensure smooth rotation of the 

main/tail rotors, smooth operation of the servos and mechanics. At this time, all bolts should be 

checked to ensure tightness especially but not limited to:

 Main rotor and tail rotor assemblies

 Servo mounting and linkages

 Tail boom 

 Landing gear bolts

 Motor attachment

 Upper and lower sideframe bolts

 FCS mounting bolts (x4) x2 upper and x2 lower

 Magnetometer and GPS support platform

 FCS connector bolts (4-40)

4.2 Cleaning 

Cleaning of all components should be performed with a cloth (old t-shirt, etc) and a glass cleaning 

product such as Windex sprayed on the cloth. Do not spray the helicopter directly. Do not use 

harsh cleaners and avoid getting water or moisture on the following areas:

 Ball bearings

 Electrical connectors

 Battery leads

 Electric motor 

 ESC (electronic speed controllers)

 Any electronics

 GPS and Data Link antenna connectors

If any of these areas get wet or moisture is noticed, dry off with cloth and let air dry fully before 

power up or operation.

Cleaning should be performed each day of operation. 

4.3 Lubrication 

The following areas should receive light oil lubrication after cleaning:
34

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 Main rotor shaft

 Tail Rotor shaft

The second stage transmission and the tail bevel gears should be sprayed with a special cooling 

lubrication prior to flight. This lubrication is DRY FLUID Extreme Gear Lube High End Gleitstoff, 

Pulse Aerospace Part # 800-0004.

For each 10 hrs of flight:

 A small amount of grease should be applied inside the main rotor head.
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35

5 Vapor Flight Log and Procedures 

Before Each Flight Servo Test 

Item Check Initial Item Check Initial

Motor Secure Cyclic roll Noise

Backlash Smoothness

Transmission gear condition Stage 1 Cyclic pitch Noise

Stage 2 Smoothness

Main Rotor Blades Condition Collective Noise

Clean Smoothness

Main rotor head Play Rudder Noise

Lube Smoothness

Condition

Main rotor bolts Drag

Blade Grips and Ball Links Play 

Condition Notes and Auxiliary Data: 

Tail rotor head Play

Lube

Tail rotor blade grips Drag

Tail rotor blades Condition

Tail Boom Tightness

Alignment

Drive Shaft (tail) Smooth 

rotation

Battery terminals Tightness

Clean

Landing Gear Tightness 

Core AFCS Box Tightness 

Connectors

Magnetometer & GPS Antenna Tightness

NOTES:

Post Flight 

Post Flight Initial 

Main Batteries Unplugged!

AFCS off

Transmitter & GCS off

Wipe down inspection

Date Starting Hrs. Pilot(s)

Time Session Hrs. Ground Crew

Weather /

Temp.

Total Hrs. Location

Barometer

PA-01 Number:
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36

5.1 VAPOR Pre-Flight and Takeoff Procedure 

1. Check and record initial battery voltage and current.

2. Power up ground station, then transceiver, then open the GCS application.

3. Configure map page as required for the mission within the GCS software.

4. Verify flight plans. Verify waypoints above ground level using “Profile View” in weGCS.

5. Verify mission limits including lost communication home waypoint and link-lost timeout 

parameter.

6. Place Helicopter at takeoff location with rotor blades spread evenly (1 rotor blade pointed 

directly out nose of aircraft).

7. Power on Helicopter Flight Control System (toggle) (DO NOT PLUG IN MAIN BATTERIES AT 

THIS TIME!)

8. Step away from the aircraft.

9. Verify link to weGCS ground-station software (up to 15 sec)

10. Wait until weGCS indicates “READY” status (up to 2 min)

11. Upload flight plan.

12. Check for aircraft traffic and make any radio calls mandated by air traffic control. Verify TFR’s 

and NOTAM’s as required by your flight area.

13. Final checks: See GCS checklist and complete.

14. Perform Servo Test Command via GCS.

15. Plug in MAIN BATTERIES on helicopter.

16. Step away minimum 50ft. from aircraft

17. Start timer 

18. Initiate the automatic takeoff command via the GCS.

19. Select “Precision Mode” for Joystick Interface.

20. Perform heading check by rotating the helicopter heading 45 deg. each direction.

21. If stable flight is observed, climb out and continue mission.

22. If problems are detected, initiate automatic landing via GCS.
HMR2300

Solid State Electronics Center • www.magneticsensors.com • (800) 323-8295 • Page 37

APPENDIX A 

5.2 GCS Checklist (Tape copy to GCS laptop for 

convenience) 

1. AFCS status is "Ready".

2. No "Alarms" on GCS Alarm Block.

3. Position AND Heading of helicopter located on GCS map is accurately reflecting observed 

attitude and heading of helicopter.

4. Current Forward, Side, and climb Velocity are all < 0.1m/s or less.

5. "Attitude" telemetry is accurate.

6. Verify altimeter reading on GCS for your area, is accurate.

7. Ground control is ready.

5.3 Vapor Landing Procedure 

1. Use “Manual Mode” to direct the helicopter into a HOVER over a suitable landing zone typically 

~5-7m above ground level.

2. Initiate the Automatic Landing Command via the GCS.

3. Wait for the helicopter to land, shut down the motor, and the rotors to stop turning.

4. Immediately unplug MAIN BATTERIES once the rotor has stopped – the helicopter is now 

DISARMED!

5. Turn off helicopter Flight Control System (Toggle switch on power panel of Vapor), and turn 

off handheld transmitter (If RC Transmitter Used). 

Note: Auxilliary flight data and payload meta-data is stored in the non-volatile memory sector of 

the AFCS. This is not deleted, and therefore is available for download, until the next time that 

aircraft reaches the “Ready State” for flight.
HMR2300

Solid State Electronics Center • www.magneticsensors.com • (800) 323-8295 • Page 38

APPENDIX A 

Appendix A: Component Manufacturer Data Sheets
 

 

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General Terms and Conditions of Sales 

 

1. General: All orders and deliveries are made subject to the terms and conditions as herein set out. Any conditions stipulated by the Customer which are 

in contradiction of our general conditions of supply shall be valid only if expressly acknowledged by us in writing. Any local general terms and conditions 

or specific conditions of sales shall take precedence over the above; these terms and conditions as herein set out shall be applicable if any loopholes, 

contradictions or uncertainties should arise.

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case of embedded software, the specified platform. We grant no warranty for functionality, completeness, accuracy or timeliness. The purchase or 

provision of software provides the right for use on one system only. The software may not be reproduced, copied, re-engineered or transmitted in any way 

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the Customer will return all specifications and documents upon our request.

4. Price: All prices are in the indicated currency. Delivery is ex works Lawrence Kansas, packing included, non insured, VAT or any other tax or duty excluded. 

We reserve the right to modify prices for goods not yet delivered if circumstances so require and to notify the Customer as soon as possible unless 

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9. Quantities delivered: Invoicing of deliveries is performed according to actual delivery quantity and at the unit prices as stipulated in the order 

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any order or portion thereof, the Customer agrees to pay a cancellation charge of 50% of product price. Recognizing that our damages arising from any 

cancellation or rescheduling of any order will be difficult to estimate, the parties agree that the foregoing charges are reasonable and are intended as 

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11. Return Material: We accept returned material only if a Return Material Authorization (RMA) has been obtained from us. We accept no returns for any 

products specifically manufactured for the Customer. Material received without any prior authorization will be returned at the Customer's expense. A fee 

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12. Warranties and Guarantees: Any other claims excluded and upon written request of the Customer, we undertake at our discretion to repair, replace or 

credit as quickly as possible any parts of the goods which, before the expiry of the guarantee period - a maximum of 12 months from the date of deliveryare proved to be defective due to bad material, faulty designed or poor workmanship. Replaced parts shall become our property. The Customer shall bear 

the costs of remedying (i.e. removing, transporting, and reinstalling) the defective parts. Excluded from our guarantee and liability are all deficiencies in the 

goods delivered by us, which cannot be proved to have their origin in bad material, faulty design or poor workmanship, those resulting from normal wear 

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unsuitable material, influence of chemical or electrolytic action, or resulting from other reasons beyond the supplier's control. All claims on the part of the 

Customer, irrespective of the grounds on which they are based which are not allowed under these general conditions, in particular any claim not expressly 

mentioned, such as for damages, reduction of price or withdrawal from the contract, are excluded. In no case whatsoever shall the Customer be entitled 

to claim damages, in particular but not only for loss of production, loss of use, loss of orders, loss of profit and other direct or indirect or consequential

damage. This exclusion of liability, however, does not apply to unlawful intent or gross negligence on our part, but does apply to unlawful intent or gross 

negligence of persons employed or appointed by us to perform any of our obligations. It is the customer's responsibility to arrange and pay for the return 

shipment to us.

13. Claims (Complaints): Customer claims must be submitted in written form immediately upon receipt of goods or immediately upon detection of hidden 

faults.

14. Ownership of Goods: Ownership of the goods sold shall, notwithstanding delivery, or attachment of these to other property, remain with us until we 

have received full payment for them.

15. Pledge or Lien: The Customer shall have no pledge or lien on the property of the manufacturer.

16. Law: Any contract between the Parties shall be construe in accordance with US material law. Place of venue is Douglas County Kansas.

17. Technical Specifications: Unless otherwise agreed upon, brochures and catalogues are not binding. Data provided for in documentation are only binding 

in so far as expressly stipulated as such. We reserve the right to modify any specification without notice.

18. Design Ownership: Information and drawings delivered in addition to the sales documentation may not be transmitted to any third party. The Customer 

may not transmit or make use, in any form whatsoever, of any information concerning the design and the functionality. In the event of infringement of this 

clause we retain the right to claim damages.

19. Exclusion of Liability: Pulse Aerospace llc. is not liable for any material or personal injuries that could occur with products or systems provided by

Pulse. In particular, Pulse is not responsible for any mis-operation, for mechanical deficiencies, for any errors occuring during the flight, for crashes or 

crash landings excluding gross negligence on the part of Pulse. This includes damages or injuries that could occur during the training. In order to guarantee 

optimal operation and reliability of the products and systems, all components have to be maintained and looked after according to the given guidelines. It 

is up to the buyer to obtain any flight allowances needed for the operation of systems provided by Pulse. Unmanned aircraft are sophisticated, complex, 

dangerous, and often crash in the hands of inexperienced operators and maintainers. This should be understood by the operators and the necessary 

precautions to prevent damage and injury shall be taken by customer in preparation for system failure.
 

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20. Insurance: Any operation of systems provided by Pulse must be done by persons who have been trained by Pulse. Each operator is responsible to have 

his own liability insurance before operating the system.

Issued 2013, Pulse Aerospace inc. Lawrence KS, USA