Front Range Aerial Services LLC

Small UAS Petition For Exemption

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IN THE MATTER OF THE PETITION FOR EXEMPTION OF:

FRONT RANGE AERIAL SERVICES LLC FOR AN EXEMPTION SEEKING RELIEF FROM THE 

REQUIREMENTS OF

TITLE 14 OF THE CODE OF FEDERAL REGULATIONS 

CONCERNING OPERATION OF SMALL 

UNMANNED AIRCRAFT SYSTEMS PURSUANT TO SECTION 333 OF 

THE FAA MODERNIZATION AND REFORM ACT OF 2012 (PUBLIC LAW 112-95)

Submitted on February 14, 2015

Quinn Tirpak

Daniel Troudt

Front Range Aerial Services LLC

18255 Stone View Rd.

Monument, CO 80132
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GLOSSARY

AGL Above Ground Level

ATC Air Traffic Control

COA Certificate of Authorization

FAA Federal Aviation Administration

FAR Federal Aviation Regulation

GCS Ground Control Station

NAS National Airspace System

PIC Pilot in Command

sUAS Small Unmanned Aircraft System

VFR Visual Flight Rules

VMC Visual Meteorological Conditions

VO Visual Observer

VLOS Visual Line of Sight

FRAS Front Range Aerial Services
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TABLE OF CONTENTS

GLOSSARY 2

SUMMARY 4

BACKGROUND 4

BASIS FOR PETITION 5

NAME AND ADDRESS OF PETITIONER 5

THE SPECIFIC SECTIONS OF 14 C.F.R. FROM WHICH FRONT RANGE AERIAL SERVICES

LLC SEEKS EXEMPTION 5-9

THE EXTENT OF RELIEF FRONT RANGE AERIAL SERVICES LLC SEEKS AND THE REASON

FRONT RANGE AERIAL SERVICES LLC SEEKS THE RELIEF 9-11

THE REASONS WHY GRANTING FRONT RANGE AERIAL SERVICES LLC’S REQUEST 

WOULD BE IN THE PUBLIC INTEREST 12

THE REASONS WHY GRANTING THE EXEMPTION WOULD NOT 

ADVERSELY AFFECT SAFETY 12-16

SUMMARY THAT CAN BE PUBLISHED IN THE FEDERAL REGISTER 17

CONCLUSION 17

APPENDICES 18-30
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SUMMARY

Front Range Aerial Services LLC (FRAS) seeks exemption to operate a sUAS under section 

333 of the FAA Modernization and Reform Act of 2012. This exemption will allow FRAS to 

operate a UAS for the purposes of aerial photography, videography, and inspection in a 

controlled, sterile environment. FRAS will be operating a proven airframe to accomplish flights 

with an equivalent level of safety to manned operations.

BACKGROUND

FRAS is a company focused on providing low-cost aerial imagery. The company Pilot 

Trainer is a licensed private pilot. Having firsthand knowledge of the national airspace system 

from the air gives FRAS an advantage in operating small UAS. In addition to flying privately and 

understanding airspace management, all members of FRAS have experience in Radio 

Control(R/C) operations. R/C operations similar to professional flying require a standard of care 

to operate safely from checklists to post-flight review. The standards in FRAS operations will 

mirror Part 121 operations.

Each flight will be carefully coordinated to ensure safe operations as described in

exemptions that have been granted and included in this petition. In any aviation operation, the 

discipline to ensure a safe operation needs to be the first priority. FRAS will only conduct flights 

where the environment can be controlled and no hazards to the public can occur. This will be 

accomplished through the use of procedures detailed in this document.

FRAS will be using tried and true technology from 3DR to perform appropriate missions. 

The 3DR product includes redundancy required by previous exemptions. Information on the 

sUAS, including instructions that will be carried out in order to ensure safe, controlled flight, are 

included as an appendix to this document. The technology that is available from this company 

includes the necessary restrictions on performance to comply with FAA requirements:

sUAS Operating Limits

Maximum Altitude 400ft

Range 1km (0.6 miles)

GPS Lock GPS lock required at all times

Maximum estimated Flight Time 22 min

Payload Capacity 400g (0.8 lbs)
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BASIS FOR THE PETITION

In accordance with 14 C.F.R. § 11.81, FRAS provides the following information in support 

of its petition for exemption:

A. Name and Address Of The Petitioner.

The name and address of the petitioner is:

Front Range Aerial Services LLC

18255 Stone View Road

Monument, CO 80132

Specific contact information:

Daniel Troudt

18255 Stone View Road

Monument, CO 80132

Email: frontrangeaerialservices@gmail.com

Quinn Tirpak

363 Vista Montana Lane

Monument, CO 80132

Email: frontrangeaerialservices@gmail.com

B. The Specific Sections of 14 C.F.R. From Which FRAS Seeks Exemption.

1. Section 61.113(a) and (b) prescribes thata. No person who holds a private pilot certificate may act as a pilot in 

command of an aircraft that is carrying passengers or property for 

compensation or hire; nor may that person, for compensation or hire, act 

as pilot in command of an aircraft.

b. A private pilot may, for compensation or hire, act as pilot in command of 

an aircraft in connection with any business or employment if:

i. The flight is only incidental to that business or employment; and
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ii. The aircraft does not carry passengers or property for 

compensation or hire.

2. Section 91.103 prescribes, in pertinent part, that each pilot in command shall, 

before beginning a flight, become familiar with all available information 

concerning that flight, to includea. For a flight under IFR or a flight not in the vicinity of an airport, weather 

reports and forecasts, fuel requirements, alternatives available if the 

planned flight cannot be completed, and any known traffic delays of 

which the pilot in command has been advised by ATC;

b. For any flight, runway lengths at airports of intended use, and the 

following takeoff and landing distance information:

i. For civil aircraft for which an approved Airplane or Rotorcraft 

Flight Manual containing takeoff and landing distance data is 

required, the takeoff and landing distance data contained therein; 

and

ii. For civil aircraft other than those specified in paragraph (b)(1) of 

this section, other reliable information appropriate to the aircraft, 

relating to aircraft performance under expected values of airport 

elevation and runway slope, aircraft gross weight, and wind 

temperature. 

3. Section 91.119 prescribes that, except when necessary for takeoff or landing, no 

person may operate an aircraft below the following altitudes:

a. Anywhere. An altitude allowing, if a power unit fails, an emergency 

landing without undue hazard to persons or property on the surface.

b. Over congested areas. Over any congested area of a city, town, or 

settlement, or over any open air assembly of persons, an altitude of 

1,000 feet above the highest obstacle within a horizontal radius of 2,000 

feet of the aircraft.

c. Over other than congested areas. An altitude of 500 feet above the 

surface, except over open water or sparsely populated. In those cases, 
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the aircraft may not be operated closer than 500 feet to any person, 

vessel, vehicle, or structure.

d. Helicopters, powered parachuters, and weight-shift-control aircraft.

If the operation is conducted without hazard to persons or property on 

the surface--

(1) A helicopter may be operated at less than the minimums 

prescribed in paragraph (b) or © of this section, provided each 

person operating the helicopter complies with any routes or 

altitudes specifically prescribed for helicopters by the FAA;

and

(2) A powered parachute or weight-shift-control aircraft may be 

operated less than the minimums prescribed in paragraph © of 

this section.

4. Section 91.121 requires, in pertinent part, each person operating an aircraft to 

maintain cruising altitude by reference to an altimeter that is set “to the 

elevation of the departure airport or an appropriate altimeter setting available 

before departure.”

5. Section 91.151(a) prescribes that no person may begin a flight in an airplane 

under VFR conditions unless (considering wind and forecast weather conditions) 

there is enough fuel to fly to the first point of intended landing, and, assuming 

normal cruising speed, (1) during the day, to fly after that for at least 30 minutes; 

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

6. Section 91.203 prohibits, in pertinent part, any person from operating an aircraft 

that does not contain an appropriate and current airworthiness certificate. This 

certificate shall be displayed within the cabin of the aircraft. 

7. Section 91.405(a) requires, in pertinent part, that an aircraft operator or owner 

shall have that aircraft inspected as prescribed in subpart E of the same part and 

shall, between required inspections, except as provided in paragraph (c) of the 

same section, have discrepancies repaired as prescribed in part 43 of the 

chapter.

8. Section 91.407(a)(1) prohibits, in pertinent part, any person from operating an 

aircraft that has undergone maintenance, preventive maintenance, rebuilding, or 
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alteration unless it has been approved for return to service by a person 

authorized under §43.7 of the same chapter.

9. Section 91.409(a)(2) prescribes, in pertinent part, that no person may operate an 

aircraft unless, within preceding 12 calendar months, it has had an inspection for 

the issuance of an airworthiness certificate in accordance with part 21 of this 

chapter.

10. Section 91.417(a) and (b) prescribes, in pertinent part, that---

a. Each registered owner or operator shall keep the following records for 

the periods specified in paragraph (b) of this section:

i. Records of the maintenance, preventive maintenance, and 

alteration and records of the 100-hour, annual, progressive, and 

other required or approved inspections, as appropriate, for each 

aircraft (including the airframe) and each engine, propeller, rotor, 

and appliance of an aircraft. The records must include---

1. A description (or reference to data acceptable to the 

Administrator) of the work performed; and

2. The date of completion of the work performed; and

3. The signature, and certificate number of the person 

approving the aircraft for return to service.

ii. Records containing the following information:

1. The total time in service of the airframe, each engine, each 

propeller, and each rotor.

2. The current status of life-limited parts of each airframe, 

engine, propeller, rotor, and appliance.

3. The time since last overhaul of all items installed on the 

aircraft which are required to be overhauled on a specific 

time basis.

4. The current inspection status of the aircraft, including the 

time since the last inspection required by the inspection 
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program under which the aircraft and its appliances are 

maintained.

5. The current status of applicable airworthiness directives 

(AD) and safety directives including, for each, the method 

of compliance, the AD or safety directive number and 

revision date. If the AD or safety directive involves 

recurring action, the time and date when the next action is 

required.

6. Copies of the forms prescribed by §43.9(d) of this chapter 

for each major alteration to the airframe and currently 

installed engines, rotors, propellers, and appliances.

b. The owner or operator shall retain the following records for the periods 

prescribed:

i. The records specified in paragraph (a)(1) of this section shall be 

retained until the work is repeated or superseded by other work 

or for 1 year after the work is performed.

ii. The records specified in paragraph (a)(2) of this section shall be 

retained and transferred with the aircraft at the time the aircraft 

is sold.

iii. A list of defects furnished to a registered owner or operator under 

§43.11 of this chapter shall be retained until the defects are 

repaired and the aircraft is approved for return to service.

C. The Extent Of Relief FRAS Seeks And The Reason FRAS Seeks The Relief.

1. Section 61.113(a) and (b):

a. The sUAS will not carry a pilot or passengers, so an equivalent level of 

safety will be achieved by requiring the Pilot in Command(PIC) to 

have an extensive knowledge of Visual Flight Rules(VFR).

b. Knowledge of flight characteristics and the Federal Aviation 

Regulations(FARs), along with the ability to physically manipulate the 

controls of the sUAS are the critical aspects of the requested 

operation.
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c. The risks associated with the operation of the sUAS are so diminished 

from the standards that Part 61 was written for an equivalent level of 

safety can be maintained with an extensive knowledge of Visual Flight 

Rules(VFR) along with training from our pilot trainer. 

d. FAA has authority to waive pilot requirements for commercial 

operations under 49 U.S.C. §44701(f).

2. 14 C.F.R. § 91.103 – Preflight Action

a. The PIC shall perform a preflight inspection in accordance with the 

manufacturers of the UAS, controller, and ground control station 

prior to each flight to ensure it is free of all discrepancies.

b. Equivalent safety levels will be met through preparation and 

compliance with the operator’s manual and site preparation.

3. 14 C.F.R. § 91.119 – Requirements for Minimum Safe Altitudes for Civil 

Aircraft Operation

a. The sUAS will be operated only within a predetermined area below 

400 feet AGL.

b. An equivalent level of safety will be maintained.

4. 14 C.F.R. §91.121 - Altimeter Settings

a. SUAS may not have a barometric altimeter, and may use a GPS 

altitude readout indication instead, so an exemption may be made.

b. The operator will achieve an equivalent level of safety as the sUAS 

uses AGL height from its initialization (launch) point, cross referenced 

with Mean Sea Level (MSL) altitude of the launch point.

5. 14 C.F.R. §91.151(a)(1)

a. An equivalent level of safety can be obtained by terminating the flight 

prior to 30 minutes or 25% battery power, whichever occurs first.

b. The UAS will not be operated at night. 
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6. 14 C.F.R. §91.203

a. An equivalent level of safety can be obtained by keeping flight 

manuals and other documents required to safely operate the sUAS at 

the Ground Control Station. 

b. The sUAS will be maintained and inspected before every flight to 

insure its airworthiness.

7. 14 C.F.R. §91.405(a) - Maintenance Required

a. This section and Part 43 apply only to aircraft with an airworthiness 

certificate, therefore these sections will not apply.

b. Maintenance will be accomplished by FRAS pursuant to the 

manufacturer’s recommendations.

c. Maintenance, preventive maintenance, rebuilding, and alteration will 

be successfully accomplished by trained personnel.

d. The sUAS shall be discrepancy free prior to initiating flight.

e. If a mechanical issue arises the sUAS can land safely within the “Safe 

Zone.”

8. 14 C.F.R. §91.407(a)(1) - Operation after Maintenance, Preventive 

Maintenance, Rebuilding, or Alteration

a. This section and Part 43 apply only to aircraft with an airworthiness 

certificate, therefore these sections will not apply.

9. 14 C.F.R. §91.409(a)(1) and (2) - Inspections

a. This section and Part 43 apply only to aircraft with an airworthiness 

certificate, therefore these sections will not apply.

10. 14 C.F.R. §91.417(a) and (b) - Maintenance Records

a. This section and Part 43 apply only to aircraft with an airworthiness 

certificate, therefore these sections will not apply.
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D. Reasons Why Granting this Request Would Be In The Public Interest.

○ FRAS is a small business that is using the latest sUAS technology.

○ FRAS will operate with an equivalent or better level of safety.

○ FRAS will use a sUAS that has proven operational history.

○ FRAS will use available technology and knowledge to ensure public safety.

○ FRAS will only conduct flights where a controlled environment can be assured.

E. The Reasons Why Granting This Exemption Would Not Adversely Affect Safety, Or 

How The Exemption Would Provide A Level At Least Equal To That Provided By The 

Rule From Which FRAS Seeks Exemption.

1. PIC and Visual Observer

a. The PIC shall be trained by our privately certified pilot and flight trainer, 

and shall possess a current driver’s licence. 

i. The PIC shall also meet the flight review requirements specified in 

14 CFR § 61.56 in an aircraft in which the PIC is rated.

ii. The PIC shall be trained in the operation of the specific Make and 

Model of the UAS being piloted.

iii. The PIC must have:

1. A minimum of 200 flight cycles and 25 hours of total time 

as a sUAS rotorcraft pilot.

2. Five hours logged with the make and model utilized.

b. The PIC and Visual Observer(VO) will be designated before each flight.

i. Minimum crew for each operation will consist of the PIC and the 

VO.

c. The PIC and VO will always be within visual line of sight (VLOS) of each 

other and in direct verbal communications at all times.

d. Safety Briefings prior to each flight:
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i. Designated roles of PIC and VO

ii. Risk Management and Mitigation

iii. PIC and VO will inspect site for safety issues.

iv. PIC will operate the UAS with appropriate distance from nonparticipants in accordance with 14 CFR § 91.119.

2. SUAS Specifications and Design:

a. All sUAS flown under this exemption shall be less than 55 pounds 

including aircraft and payload.

b. The radio frequency spectrum used for operation and control of the sUAS

shall comply with the Federal Communications Commission (FCC) or 

other appropriate government oversight agency requirements.

c. Maximum speed shall be no more than 50 knots.

d. The sUAS shall be equipped with Inertial Navigation Sensor(s) 

(IRS/IRU/Accelerometer).

e. The sUAS shall be equipped with a compass 

(Magnetometer/Heading Source).

f. The sUAS shall be equipped with a Global Positioning System (GPS) 

guidance system.

g. The sUAS shall have a return to home feature.

3. Maintenance

a. The UAS shall be maintained in accordance with the manufacturer’s 

recommendations with appropriate recordkeeping.

b. The PIC shall perform a preflight inspection of the sUAS, controller, and 

ground control station prior to each flight to ensure it is operational with 

no discrepancies. If the preflight inspection has any discrepancies that 

may affect a safe operation, repairs or maintenance shall be performed 

prior to flight.

Any UAS that has undergone maintenance or alterations that affect the

UAS operation or flight characteristics, e.g. replacement of a flight critical
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component, must undergo a functional test flight in accordance with the 

operator’s manual. The PIC who conducts the functional test flight must 

make an entry in the UAS aircraft records of the flight. The requirements 

and procedures for a functional flight test and aircraft record entry must 

be added to the operator’s manual.

c. FRAS shall follow the manufacturer’s sUAS maintenance, overhaul, 

replacement, inspection, and life limit replacements. When not specified 

at a minimum, the following shall be included:

i. Actuators/servos

ii. Powerplant(s) (motors)

iii. Propellers

iv. Electronic Speed Controller(s)

v. Batteries

vi. Remote controllers and Ground Control Station

d. All sUAS shall be identified by sUAS registration number. They will be 

marked in accordance with 14 CFR part 48.

4. Permissions and Permitting

a. All required permissions and permits shall be obtained from territorial, 

state, county, or city jurisdictions, including local law enforcement, or 

other appropriate governmental agencies.

b. At least three days before a scheduled operational flight, FRAS shall 

submit a written plan of Activities to the local flight standards district 

office(FDSO) with jurisdiction over the area of the proposed flight. The 3-

day notification may be waived with the concurrence of the FSDO.

i. The plan of activities shall include at least the following:

1. Dates and times for all requested flights

2. Name and phone number of the PIC responsible for 

operation of the sUAS

3. Make, model, and serial or registration number of sUAS to 

be used.

4. Name and Certificate number of sUAS PIC’s involved in the 

flight.

5. Signature of exemption-holder or representative.
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6. A description of the flight activity, including maps or 

diagrams of any area over which flights will be conducted, 

the relationship of that area to any nearby city, town, etc., 

and the altitudes essential to accomplish the operation.

c. Documents required under 14 CFR § 91.9 and § 91.203 shall be readily 

available to the PIC any time the aircraft is in operation. These 

documents shall be made available to the Administrator or any law 

enforcement official upon request. 

d. FRAS shall obtain an Air Traffic Organization (ATO) issued Certificate of 

Waiver or Authorization (COA) prior to conducting any operations under 

this grant of exemption. FRAS shall also request a Notice to Airmen 

(NOTAM) not more than 72 hours in advance, but not less than 48 hours 

prior to the operation.

5. Operations

a. The sUAS shall not operate in Class B, C, or D airspace without written 

approval from the FAA. The sUAS shall not operate within 5 nautical miles 

of the geographical center of a non-towered airport as denoted on a 

current FAA-published aeronautical chart unless a letter of agreement 

with that airport’s management is obtained, and the operation is 

conducted in accordance with a NOTAM as required by the operator’s 

COA. This letter of agreement with the airport management shall be 

made available to the Administrator upon request. 

b. Flights shall be conducted under day visual meteorological conditions 

(VMC).

i. In addition, the sUAS shall not be operated less than 500 feet 

below, or less than 2,000 feet horizontally from a cloud or when 

visibility is less than 3 statute miles from the PIC.

ii. sUAS operations shall not be conducted during night, as defined in 

14 CFR § 1.1.

c. Flights shall be operated at an altitude of no more than 400 feet above 

ground level (AGL).
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d. The PIC shall be prohibited from operating the sUAS from any moving 

device or vehicle.

e. The sUAS shall be operated within visual line of sight (VLOS) of the PIC

i. The PIC shall maintain VLOS without the aid of telescopes, 

cameras, or other devices.

ii. The PIC will maintain VLOS with their own vision, which includes 

the use of eyeglasses or corrective lenses.

f. The sUAS shall remain clear and yield the right of way to manned 

operations and activities at all times.

g. Prior to any flight operations authorized by this grant of exemption, the 

PIC and VO must have successfully completed a qualification process, as 

outlined in the operator’s manual. As this is a requirement stipulated by 

the operator, the test must be developed and implemented by a qualified 

person designated at the sole discretion of the operator. A record of 

completion of this qualification process must be documented and made 

available to the administrator upon request. 

h. The UAS must abort the flight in the event of unpredicted obstacles or 

emergencies in accordance with the operator’s manual.

i. Any incident, accident, or flight operation that transgresses the lateral or 

vertical boundaries of the operational area as defined by the applicable 

COA must be reported to the FAA’s UAS Integration Office (AFS-80) 

within 24 hours. Accidents must be reported to the National 

Transportation Safety Board (NTSB) per instructions contained on the 

NTSB Web site: www.ntsb.gov. Further flight operations may not be 

conducted until the incident, accident, or transgression is reviewed by 

AFS-80 and authorization to resume operations is provided.

6. Flight Time

a. Each sUAS operation shall be completed within 30 minutes flight time or 

with 25% battery power remaining, whichever occurs first.
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F. Summary For Federal Register Publication.

 The Rules From Which FRAS Seeks Exemption: 14 CFR 61.113(a) and (b), 14 CFR 

 91.103, 14 CFR 91.119, 14 CFR 91.121, 14 CFR 91.151(a), 14 CFR 91.203, 14 CFR

91.405(a),14 CFR 91.407(a)(1), 14 CFR 91.409(a)(2), 14 CFR 91.417(a) and (b).

1. Brief Description Of The Nature Of The Exemption FRAS Seeks:

Front Range Aerial Services LLC (FRAS) seeks exemption to operate a UAS under

Section 333 of the FAA Modernization and Reform Act of 2012. This exemption

will allow FRAS to operate a UAS for the purposes of aerial photography, 

videography, and inspection in a controlled, sterile environment. FRAS will be

operating a proven airframe to accomplish flights with an equivalent or better

level of safety to manned operations.

CONCLUSION

FRAS seeks to operate sUAS in a manner that will ensure an equivalent level of safety to 

the general public. The flights will be conducted to a high standard using proven technology 

complying with FAA regulations and the conditions of the requested exemption.

Specific information on the sUAS is included as an appendix, and any other information 

needed to fulfill necessary requirements will be gladly given upon request.

Submitted By:

Quinn Tirpak

Daniel Troudt

Front Range Aerial Services

February 14, 2016
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APPENDIX 1:
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APPENDIX 2: 

ArduPilot Mega 2 Quadcopter Alt Hold, Loiter & Position Modes

A. Altitude Hold Mode: (Automatically holds but manually adjustable altitude) 

1. Altitude Hold mode behaves like Stabilize mode except that the APM2 will try to maintain the 

altitude that the Quad was at when you switched to altitude hold mode. 

2. In the Mission Planner install “Alt Hold” flight mode only on the center position of your 

channel 5 3-way switch so you can easily switch back to “Stabilize” if needed. 

3. After you achieve a stable hover in Stabilize mode, flip your mode switch to the center to 

initiate Alt Hold mode. Your Quad will hold that altitude as you fly. Do not move the throttle. 

4. When you are done flying in Altitude Hold mode switch back to Stabilize Mode. 

5. When resuming “Stabilize Mode” control from an automatic mode your Quad will move in 

the direction of any throttle movement. You need to be ready to quickly compensate with the 

throttle. 

B. Adjusting PIDs for Alt Hold Mode: Stabilize mode roll pitch and yaw PIDs must already be set. 

1. Altitude hold is used by several functions to maintain either a current altitude or altitudes 

preset in an automatic flight plan. Altitude hold is the most basic automatic function. 

2. The “Altitude Error PID” uses altitude error to decide how fast to go to reach the desired 

altitude.

a. If your Quad changes altitude more than a meter or so in Alt Hold mode increase the 

“Altitude Error P” setting above the default “0.50” (Try “0.55”). (KK X525 = 0.50) 

b. If your Quad rapidly bobs up and down in altitude in Alt Hold mode decrease the 

“Altitude Error P” setting below the default “0.50” (Try “0.45”). 

3. The “Thrust Rate PID” P value determines how much thrust to apply to climb or descend.

a. If your Quad oscillates up and down in Alt Hold mode decrease the “Thrust Rate PIDs” 

P value below the default “0.25” (Try “0.20”). (KK X525 = 0.25) 

b. If your Quad ascends and descends too slowly in Alt Hold mode increase the “Thrust 

Rate PIDs” P value above the default “0.25” (Try “0.30”). 

4. Redo “Altitude Error and Thrust PID - P” adjustments until Altitude is closely maintained. 

C. Loiter Mode: (Automatically holds current but manually adjustable position and altitude). 

1. When selected, “Loiter” maintains your Quad in the location and at the altitude it is when 
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“Loiter Mode” is selected. The transmitter sticks can override to move the position and altitude 

set point. 

2. In the Mission Planner install “Loiter” flight mode only on the center position of your 3 way 

mode switch so you can easily switch back to “Stabilize” if needed. 

3. To use Loiter mode: wait for GPS and board lock (Both blue LEDs on Solid). Arm and take off 

and establish a stable hover at 8 to 10 feet and flip the mode switch to the Loiter position. 

4. The Quads position should be automatically maintained. (Don’t move the throttle). 

5. When done “Loitering” flip the 3 way mode switch to Stabilize mode, take control and land. 

D. Adjusting PIDs for Loiter Mode: (Roll pitch and yaw transmitter trim must always be zero). 

1. The “Loiter Angular Rate Control PID” P value calculates angle required for speed needed.

a. If your Quad wanders around too far in Loiter mode increase the “Loiter Angular Rate 

P” setting above the default “2.4” (Try “2.5”). (KK X525 = 2.4) 

b. If your Quad has oscillations and overshoot in Loiter mode decrease the “Loiter 

Angular Rate P” setting below the default “2.4” (Try “2.2”). 

2. The “Loiter Speed PID” P value calculates angle required to achieve needed speed.

a. If your Quad wanders around too far in Loiter mode increase the “Loiter Speed P” 

setting above the default “0.2” (Try “0.250”). (KK X525 = 0.2)

b. If your Quad seems to continuously over correct in Loiter mode decrease the “Loiter 

Speed P” setting below the default “0.2” (Try “0.18”). 

3. Redo “Loiter Angular Rate and Loiter Speed PID - P” settings until Loiter is solidly maintained. 

E. Position Mode: (Position mode is the same as Loiter but with manual throttle.)

APPENDIX 3:
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Install and Setup the ArduPilot Mega 2 in a Quadcopter

Guide to Installation and Setup of the ArduPilot Mega 2 (APM2) controller in a Quadcopter.

A. For an assembled Quad with motors and ESC’s but no control or power board begin here. 

1. You need: Quad power distribution board, appropriate battery for your Quad, battery 

retention strap, 12 gauge wire, battery connector, four 1⁄2” nylon standoffs and necessary 

hardware. 

2. Solder The ESC power leads to the Power distribution board.

3. Solder 12 gauge positive and negative battery wire leads to the power distribution 

board.

4. Solder a battery connector correctly to the leads from the power distribution board. 

5. Mount the power distribution board on standoffs over the top center of the Quad. 

6. Attach the battery retention strap to the bottom of the Quad and install the battery. 

B. For an assembled Quad with control and power distribution boards begin here 

1. You need: APM2 flight control board and USB cable, 5+ channel receiver to use with 

your 2.4GHz transmitter, Five 3 wire servo leads with female connectors to connect your 
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receiver to your APM2, an oversize plastic or fiberglass APM2 mounting plate with aluminum 

tape on the bottom, four 1.5” nylon standoffs and Velcro or double sided foam tape. 

2. Disconnect and remove any existing flight control board. 

3. Drill and mount the plastic mounting plate for the APM2 board in the center of the 

Quad over the power distribution board on 4 standoffs and aligned with the front of the Quad 

in your choice of X or + configuration. (X configuration has the front between 2 motors and + 

has a motor in front.) 

4. Using double sided shock absorbing tape or Velcro mount the APM2 board on to the 

fiberglass mounting plate aligned in the direction of travel (GPS to the back, SDI card toward 

the front). 

5. Retention can be improved by attaching a rubber band over the APM2 board. 

6. A clear (not black) plastic bowl cover over the APM2 board can reduce damage in a 

crash. 

7. Install your receiver onto the Quad with Velcro tape and with the antenna exposed 

externally. 

8. Install channels 1 – 5 servo leads to the receiver.

9. Install channels 1 – 5 servo leads to the front connector on the APM2 board, Channel 

1 is next to the white GPS connector. The white or yellow signal wire goes towards the center of 

the board. (Red and black wires on all but one connector can be clipped but this is generally not 

necessary since power and ground are common bussed at both the receiver and APM2 board.) 

10. Install The 4 ESC control leads on the connector at the back of the APM2 board with 

the white

or yellow signal lead towards the center of the board. 

11. For X Quad frame configuration:

a. The Front Right motor goes to the right most (first) connector position next to 

the LEDs. 

b. The Left Rear motor goes to the second connector position. 

c. The Front Left motor goes to the third connector position. 

d. The Rear Right motor goes to the fourth connector position. 

12. For + Quad frame configuration:

a. The Right motor goes to the right most (first) connector position next to the 

LEDs. 

b. The Left motor goes to the second connector position. 

c. The Front motor goes to the third connector position. 
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d. The Rear motor goes to the fourth connector position. 

13. The BEC plus (red) and ground (black) wires can be cut on all but one of the ESC 

control leads. 

C. Install the Mission Planner program and Arducopter firmware and Set initial parameters. 

1. Your RC transmitter should initially be set up for a Quad as follows:

a. Four primary channels are Aileron (roll), Elevator (pitch), Rudder (yaw) and 

Throttle. 

b. Channel 5 is set to a 3 position switch for in flight mode changing. 

c. All channels are set to plus and minus 100 percent servo travel range. 

d. Set the throttle, roll, pitch and yaw trims to zero. (May need to trim throttle 

down to arm). 

e. Some minus expo (-40%) is a good idea on the pitch and roll channels to start. 

2. Go to the ArduPilot website at http://code.google.com/p/ardupilotmega/downloads/list and download the most recent “Mission Planner” and install it on your 

computer. 

3. Ensuring that the battery is NOT connected, start the “Mission Planner” and hook up 

your USB cable between your PC and the APM2 board. 

4. If you get a message indicating “New hardware found” select install driver when 

asked. If you are told “No driver found” you will need to load the driver from the Arducopter 

web site. Go to the Arducopter web site and in the search projects page search for 

“apm2code”. At the top of the list select the “APM2Code” item and then load the USB driver as 

instructed. You should get a confirming message indicating that the USB driver is installed. 

5. In the Mission Planner, ensure that on the top right of the screen that 115200 is 

selected for baud rate and the new driver Com? (But not Com1, TCP or UDP) is selected. Fix if 

necessary. 

6. In the Mission Planner click on the Firmware tab then click on the Connect Icon at the 

top right of the Mission Planner screen to open the MavLink connection. 

7. It is possible you may still get an error indicating that your serial rate is too low. If you 

do you will need to open your PC’s Control Panel -> System -> Device Manager -> Hardware and 

set the 2650 Com device to 115200 baud. (Windows 7 has a different method for setting up the 

port.) 

8. Once connected; select the Firmware tab and Click on the bottom center “APM 

Setup” button. 

9. Turn on your transmitter with your Quad set up selected. (Mode 2 is shown, adapt for 

Mode 1). 
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10. In the “Radio Calibration” menu, select “Calibrate Radio” and move the control sticks 

to all limits.

a. Right stick Left (Roll Left) should equal low PWM. If not reverse the 

transmitter channel. 

b. Right stick Up (Pitch Forward) should equal low PWM. If not reverse 

transmitter channel. 

c. Left stick Down (Throttle Low) should equal low PWM. If not reverse 

transmitter channel. 

d. Left stick Left (Yaw Left) should equal low PWM. If not reverse the transmitter 

channel.

11. Move the three position mode select switch to all 3 positions to calibrate it too. 

12. When you are done calibrating, select the “Finished” button at the bottom right of 

the screen. 

13. Select “Flight Modes” on the left side of the Mission Planner screen and set all 6 of 

the Flight Modes to “Stabilize”, uncheck all the “simple” mode boxes and click the “Save 

Modes” box. 

14. Now select “Hardware Options” and click on “Enable Compass”. 

15. Select the “Go to the Declination Web Site” box and retrieve your locations magnetic 

declination. 

16. Enter your home declination in the Declination window as described and hit the tab 

key to exit. 

17. Select “Arducopter Level” on the Mission planner left edge. With your Quad sitting 

very level, click on the “Level Arducopter” item then select the X or + Quad to set your frame 

orientation. 

D. ESC calibration sets the ESC endpoints to be equal and is essential for correct operation. 

1. There are 2 modes for adjusting ESC endpoints. Automatic adjusts ESCs all at once 

and is easiest. Manual individually adjusts each ESC. Try Automatic mode first then Manual if 

that fails. 

2. Automatic Setup (all ESCs at once) (Remove the Props and disconnect the USB cable).

a. Turn on your transmitter and put the throttle full on then connect the Quads 

battery. 

b. When the APM2 boots the LEDs will cycle continuously. 

c. Disconnect the battery and then reconnect it initiating ESC calibration. 

d. Drop the throttle stick to the lowest position. There should be 1 or 2 

confirming beeps and when you move the throttle up the motors should start and turn 
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in sync. 

e. Disconnect the battery. The ESCs should now be calibrated. 

3. Manual ESC Calibrate (Each ESC calibrated individually). (Remove props and 

disconnect USB).

a. With the battery not connected, plug the 3 wire plug of the ESC you wish to 

calibrate into the throttle channel of your RC receiver. 

b. Turn on your transmitter and put the throttle full on. 

c. Connect the battery and after you hear 2 beeps drop the throttle to full down, 

you should now hear 3 beeps and then a longer beep indicating the ESC is calibrated. 

d. Disconnect the battery then repeat the above for each ESC. 

4. Even after Manual calibration occasionally the ESCs will not initialize (continuous loud 

beeping). If this is the case try one additional automatic calibration. 

5. Normally if the ESCs are properly calibrated, when you power up the Quad and APM2 

by plugging in the battery, there should be a slow ticking and the motors may “twitch” 

just a bit. 

6. Once you have the slow twitch / motor tick on battery connection, arm the motors by 

holding all the way down and to the right on the throttle for at least 4 seconds. The red 

LED should come on solid and the motors should respond to throttle and turn on at the 

same time in sync. 

7. Disarm by holding the throttle down and to the left for 4 seconds. 

8. If the APM2 board failed to arm set the throttle trim a few clicks lower and try again. 

The bottom throttle setting must be below zero to permit arming. 9. Once armed, the 

motors should start at the same time and run at the same speed with only the throttle 

being moved. If not, you need to go through ESC calibration again. 

E. Setting Prop Direction and checking the sensors for correct operation. 

1. A Quadcopter has two props turning clockwise and two turning counter clockwise 

which keeps it from inadvertently turning on its own axis, but permits it to turn (Yaw) when it is 

commanded to. 

2. You need 2 matched clockwise propellers usually marked R or P and 2 counter 

clockwise ones. 

3. The 2 clockwise propellers are opposite each other as are the 2 counter clockwise 

propellers. 

4. Without propellers installed, turn on your transmitter, plug in the battery and verify 

and correct each motor so it is turning in the direction as indicated below then install the 

propellers. Reverse any 2 of the ESCs 3 motor lead connections to reverse the direction of the 

motor.
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5. Disconnect the battery before installing propellers. The clockwise (usually marked R 

or P) or counter clockwise propeller should be installed on each motor with the printing on the 

front (top). 

6. For X configuration: (Check and correct motor directions before installing propellers)

a. On Front Right and Back Left motors install counter clockwise propellers. b. On Front 

Left and Back Right motors install clockwise (R or P mark) propellers. 

7. For + configuration: (Check and correct motor directions before installing propellers)

a. On Right and Left motors install counter clockwise (R or P mark) propellers. 

b. On Front and Back motors install clockwise propellers. 

8. With battery unplugged, connect a USB cable, start Mission Planner and select 

“Connect”.

a. The heads up the flight display on the left will show the current attitude of 

your Quad.

b. The compass display at the top will show the direction your Quad is facing. (If 

it is near metal objects or electronic devices it may cause a significant deviation). 

c. Unless you are outside with GPS lock it will NOT show your current GPS 

position. 

d. Tilt your Quad to various positions to see if the Heads up display follows your 

expectations also rotate about the center axis to make sure the compass display follows. 

e. When the Quad is tilted forward the green horizon should rise 

f. When the Quad is tilted to the left the green horizon should angle down to the 

left. 

g. This only verifies that the sensors are functioning properly, if the motors and 

propellers are hooked up properly, the Quad should be capable of flight, if they are not 

it will crash. 

9. Make sure that transmitter control directions match expected results. There are 

various methods that can be used to do this, but the one I have found to be most 

reasonable and successful is:

a. On a calm day set the Quad outside facing away from you on a flat level spot 

with at least 20 feet of flat clear space in every direction. 

b. Turn on the transmitter and then plug in the Quad’s battery. 

c. Stand at least 10 feet behind the Quad and arm the APM2 by holding the 

throttle down and to the right for at least 4 seconds. (GPS lock is not important at this 

time). 

d. Slowly turn the throttle up until the motors just turn on (should all start 
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simultaneously). 

e. Now advance the throttle till the Quad is not quite taking off or moving. 

f. Use the rudder (Yaw) stick to yaw left and right in place. If working correctly 

proceed. 

g. Now move the Elevator (Pitch) stick to pitch slightly forward and back. When 

the stick is moved forward (up) the Quad should try and tilt forward and try and move 

away from you. When the stick is moved down it should try and tilt and move towards 

you. 

h. Move the Aileron (Roll) stick to roll slightly right and left. When the stick is 

moved to the right the Quad should try and tilt and move to the right. When the stick is 

moved to the left it should try and tilt and move to the left. Fix any problems before 

proceeding. 

F. First Flights. (Stabilize is the basic and startup mode and is necessary for arming). 

1. Try a short flight in Stabilize mode. Arm the APM2 by holding the throttle down and 

to the right for at least 4 seconds (Red LED solid). (GPS lock is not needed at this time). 

2. Advance the throttle till the Quad takes off. Hold altitude to 4 to 8 feet above the 

ground with the Throttle. Compensate for drift with the Pitch stick. Reduce throttle and land. 

3. If the Quad is very twitchy or has too much power: Disconnect the battery and 

connect the USB cable between the APM2 and your computer then start the Mission Planner 

and select Connect then select the Configuration tab and then the PID List item in the left 

column. Reduce the Pitch Angle "P" value. 

4. Repeat several times adding rotation correction with the Yaw stick and making short 

excursions. 

5. Gain considerable flight experience in “Stabilize” before undertaking the more 

advanced modes.
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APPENDIX 4 :

ArduPilot Mega 2 Quadcopter Basic Stabilize Mode Flying & PIDs

A. Initial Flights: (Stabilize is the basic and startup mode and is necessary for arming). 

1. Set the Quadcopter Flight Mode 3 way switch to “Stabilize” for the ArduPilot Mega 2 (APM2) 

2. Place the Quad on a level spot facing away from you with at least 20 feet of flat clear space in 

every direction, turn on your transmitter and plug in your battery. 

3. Stand at least 10 feet behind the Quad and arm the APM2 by holding the throttle all the way 

down and to the right for at least 4 seconds (red LED solid). (GPS lock is Not required). 

4. Advance the throttle till the Quad lifts off. Hold altitude to 4 to 8 feet with the Throttle. 

Compensate for drift with the Pitch stick. Reduce throttle and land. 

5. Repeat several times adding rotation correction with the Yaw stick and making short 

excursions. 

6. Gain flight experience in “Stabilize” mode before using the more advanced modes. 

B. PIDs: (Use no transmitter roll, pitch or yaw trim. In auto modes trim = moving set points) 

1. PIDs are the control loop feedback parameters that permit the APM2 to use its various 

sensors to automatically compensate and adjust your Quads motors to provide the desired 

flight stability and for the appropriate execution of flight control commands. 

2. PID = Proportional Integral Derivative. A PID has 3 variables which interact with the feedback 

loop to permit automatic error compensation. Wikipedia has an excellent description of the 

PID. 

3. For the APM2 the PIDs are defined and explained at the Arducopter Wiki web site and the 

PID variables for each function are modifiable in the Mission Planner software. 

C. How to Set the PID parameters: (Perform Initial PID tuning in Stabilize mode). 

1. Disconnect the battery and connect a USB cable between your Quad and your computer, 

then start the Mission Planner and click the “Connect” button to upload parameters from the 

APM2. 

2. Select the “Configuration” tab and select the “Arducopter PIDs” item in the left column. 

3. Adjust the desired PID parameter (usually the “P” value) with the arrows or by typing it in. 

4. When finished making adjustments to PID parameters, select the “Write Params” button to 

save your changes to the APM2. Select “Refresh Params” to verify changes were saved to the 

APM2. 

D. Adjusting PIDs for Stabilize Mode: (Tune the flight characteristics of your Quad). 
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1. The Stabilize and Angular Rate Control PIDs tune Pitch and Roll for your Quad and are most 

important for control and stability. The “Pitch PID” values are slaved to “Roll PID” values.

a. If your Quad twitches or oscillates quickly in Stabilize mode reduce the “Stabilize 

Angular Rate P” setting below the default “0.18” (Try “0.10”). (KK X525 = 0.08) 

b. If your Quad wobbles when descending quickly in Stabilize mode increase the 

“Stabilize Angular Rate P” setting above the default “0.18” (Try “0.20”). 

c. If your Quad oscillates slowly in Stabilize mode reduce the “Stabilize Control P” setting 

below the default “4.5” (Try “4.0”). (KK X525 = 4.5)

d. If your Quad responds sluggishly in Stabilize mode increase the “Stabilize Control P” 

setting above the default “4.5” (Try “5.0”). 

e. Redo Stabilize PID – P settings until roll and pitch control and self leveling work 

smoothly. 

2. Adjusting “Yaw Angular Rate PID” P value allows you to tune for a fast, stable yaw rotation 

rate.

a. If your Quad responds slowly when you deflect the yaw stick, increase the “Yaw 

Angular Rate PIDs” P value above the default “0.13” (try “0.15”). (KK X525 = 0.15) 

b. If your Quad rotates too quickly when you deflect the yaw stick, decrease the “Yaw 

Angular Rate PIDs” P value below the default “0.13” (try “0.10”). 

c. If your Quad is sluggish in rotating when you deflect the yaw stick, increase the “Yaw 

Stabilize PIDs” P value above the default “7.0” (try “8.0”). (KK X525 = 7.0) 

d. If your Quad wobbles slowly when you deflect the yaw stick, decrease the “Yaw 

Stabilize PIDs” P value below the default “7.0” (try “6.0”). e. Redo the “Yaw rate PID - P” 

adjustment until Yaw control is smooth and stable.
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APPENDIX: 5