120 1	Innovation	Way	Dr.,	Suite	350
Stillwater, Oklahoma ,	74075 (405) 714

- 4017



### September 20, 2015

U.S. Department of Transportation Docket Management System 1200 New Jersey Ave., SE Washington, DC 20590

Re: Petition of Unmanned Cowboys, Inc. for an Exemption Pursuant to Section

333 of the FAA Modernization and Reform Act of 2012

To Whom It May Concern:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (“Reform Act”) and 14 C.F.R. Part 11, Unmanned Cowboys (“ UC ”) hereby

a pplies for an exemption from the Federal Aviation Regulations (“FARs”) identified below, to allow commercial operation of small unmanned aircraft (“UA”), also known as small unmanned aircraft systems or “S UAS.”

This exemption is made based on information o utlined in this Petition for Exemption, as well as the accompanying attachments. This exemption is extensively modeled after currently FAA approved exemptions, including those by Trumbull Unmanned, which currently has an exemption for the ATLAS SUAS

. Due t o the nature of the ATLAS system, which is inherently safe, and the limited operating requirements (nominal operating altitude of less than 100 feet), we expect this exemption to straightforward. Unmanned Cowboys submits these supporting materials as confi dential documents pursuant to 14 C.F.R. §11.35(b ).

Yours,

Jamey Jacob

Vice

- President of Flight Systems Unmanned Cowboys

Cc: Exemption Petition ATLAS Operations Manual1

1.	Contact	Information
Unmanned	Cowboys

1201	Innovation	Way	D r.,	Suite	350
Stillwater, Oklahoma ,	74075

Office: (405)	714

- 4017 Cel:	(405)	332

- 1295
jdjacob@unmannedcowboys.com

2.	Regulations	Relevant	to	Exemption	As	Such	As	They	Apply	to	SUAS

14	CFR	Part	21 14	C.F.R.	45.23(b)
14	CFR	61.113	(a)	&	(b)	14	CFR	61.133	(a)
14	CFR	91.7	(a)	and	(b)	14	CFR	91.9	(b)	(2)

14	CFR	91.103 14	CFR	91.109(a)

14	CFR	91.119

14	CFR	91.121 14	CFR	91.151	(a)
14	CFR	91.203	(a)	&	(b)
14	CFR	91.405	(a)	14	CFR	407	(a)	(1)	14	CFR	409	( a)	(2)	14	CFR	417	(a)	&	(b)

3.	Rationale	for	Petition

Unmanned	Cowboys,	Inc.	submits	 this	application	in	accordance	with	 the	Reform	Act,	112	P.L.

95	 §§	 331

- 334,	 seeking	 relief	 from	 any	 currently	 applicable	 FARs	 operating	 to	 prevent
Unmanned	Cowboys	(her after,	“UC”),	to	pursue	small	unmanned	aircraft	systems	(“SUAS”)	flight
operations	of	an	unmanned	aircraft	(“UA”)	of	limited	scope	within	the	national	airspace	system.
The	Reform	Act	in	Section	332	provides	for	such	integration	of	civil	unmanned	aircraft	s ystems into	our	national	airspace	system	as	it	is	in	the	public’s	interest	to	do	so.	UC’s	small	SUAS,	ATLAS,

meets	the	definition	of	“small	unmanned	aircraft”	as	defined	in	Section	331	and	therefore	the
integration	 of	 our	 ultra

- lightweight	 SUAS	 is	 expressl y	 contemplated	 by	 the	 Reform	 Act.	 UC
would	like	to	operate	the	ATLAS	SUAS	prior	to	the	time	period	by	which	the	Reform	Act	requires
the	FAA	to	promulgate	rules	governing	such	craft.

Thereby,	providing	direct	experience	and	valuable	information	for	formal regulation	that	can	be
administered	 uniformly	 to	 all	 operations	 of	 ATLAS.	 The	 Reform	 Act	 guides	 the	 Secretary	 in
determining	 the	 types	 of	 UAS's	 that	 may	 operate	 safely	 in	 our	 national	 airspace	 system.
Considerations	include:	The	weight,	size,	speed	and	ove rall	capabilities	of	the	UA;	whether	the
UA	 will	 be	 operated	 near	 airports	 or	 heavily	 populated	 areas;	 and,	 whether	 the	 UA	 will	 be
operated	 by	 line	 of	 sight.	 112	 P.L.	 95	 §	 333	 (a).	 Each	 of	 these	 items	 reflect	 in	 favor	 of	 an
exemption	 for	ATLAS.	ATLAS	utili zes	a	single	propeller	with	an	advanced	autopilot	 for	balance,
control	and	 stability.	Our	SUAS	is	equipped	with	GPS	and	Return	 to	Launch	 safety	 technology.
ATLAS	weights	less than	3	pounds	including	payload	and	does	not	travel	at	a	speed	more	than

10	nauti cal	miles	per	hour.	As	such,	kinetic	energies	and	hazards	from	impact	are	extremely	low.

UC	considers	safety	very	important	with	each	flight.	ATLAS	is	designed	to	hover	in	place	via	GPS

and	 altitude	 sensors

. ATLAS	 has	 a	 carbon	 fiber	 exoskeleton	 that	 prote cts	 both	 people	 and
property	from	harm,	making	it	the	safest	UA	currently	operating. Built	in	safety	systems	include2

a	 Loiter	 Mode	 that	 allows ATLAS to	 hover	 in	 place or	 return	 to	 launch .	 When	 pilot
communication	is	lost	our	UAS	is	designed	to	slowly	desce nd at	is	current	location	or	return	to
launch	 (RTL).	UC	will	 not	 operate	 our	ATLAS	 near	airports	 or	 other	 public	 spaces,	and	will not operate	 near	 areas	 where	 general	 public	 is	 with in	 fifty	 (50) yards	 depending	 on	 location,

conditions	and	weather.

ATLAS Unmanned	Aircraft :	<3	lbs	MTOW	and	<24	inch	Diameter

During	flight	operations,	UC	flight	operators	will	be constantly	on	alert	for	any	manned	aircraft

and	will	be prepared	to	land/abort	immediately	to	the	nearest	and	safest	ground	point	should	a

manned	a ircraft	approach	our	location	or	we	suspect	manned	aircraft	may	approach	near	our

location. ATLAS is	capable	of	vertical	and	horizontal	operations,	and	is	flown	only	within	line	of
sight	 of	 the	 pilot.	 Utilizing	 battery	 power	 rather	 than	 combustible	 fuels, fli ghts	 generally	 last
between	fifteen	(15 )	to	twenty	(20)	minutes,	with	an	altitude typically	under	one	hundred	(1 00)

feet.

UC	will utilize	a	fresh	fully	charged	battery	with	each	flight	as	a	safety	precaution;	full	flight	time

limit for	each	battery	is fifteen	(15 )	to	twenty	( 20)	minutes	as	tested.	UC	will	not	operate	ATLAS
at	 or	 below	 manufacturer	 recommended	 minimum	 charge	 levels	 for	 operation;	 preferring	 to
remain	 well	 within	 a	 safe	 operating	 range	 to	 insure	 adequate	 communicati on	 between	 radio

contro l	and	ATLAS to	eliminate	potential	 for	crash,	loss	of	control or	hazard.	Reserve	batteries

will	be at	hand	with	each	exercise	to	insure	replacement	for	sufficient	safe	level	of	operation.

UC do es not	 believe	 in	 taking	 risk	 that	 may	 cause	 a	 crash	 that	 coul d	 create	 hazard	 to	 the
pub lic/property/manned	aircraft.	UC	staff	includes	pilots	with	both	civilian	and	military	training
and	have	hundreds	of	hours	of	both	manned	and	unmanned	flights.	UC	has	training	protocols	in
place	for	pilot	training	on	ATLAS	and	has also developed	simulator	models	for simulated	flights
to	maintain	adequate flight skills.

UC	 will extremely	 cautious	 when	 operating	 of the	 ATLAS	UA and	 will	 not	 “create	 a	 hazard	 to
users	of	the	national	airspace	system	or	the	public.”	112	P.L.	95	§	333	( b).	Given	the	small	size
and	 weight	 of	 our	 UAS	 it	 falls	 well	 within	 Congress’s	 contemplated	 safety	 zone	 when	 it
promulgated	 the	 Reform	 Act	 and	 the	 corresponding	 directive	 to	 integrate	 UAS's	 into	 the
national	airspace	system.	The UA has	a	demonstrable	safet y	record	and has	previously	flown	in3

the	United	States	Senate	and	as	such does	not	pose	any	threat	to	the	general	public	or	national

security.

ATLAS	Flying	in	the	United	States	Senate

Benefit	to	the	Public

ATLAS	is	primarily	designed	for	fire	fighter and	first	responder	operation. The FA A has	deemed
search	and	rescue	(police,	fire	fighting,	etc.)	in	outdoor	airspace,	as	governmental	functions	that
can	 be	 performed	 by	 public	 entities	 through	 Certificates	 of	 Authorization	 (COA).	 The	 first
responders	have an	immediate	need	to	enhance	situational	awareness	where	risk	of	personnel
is	high	in	order	to	execute	lifesaving	rescues,	and	mostly	have	needs	for	operations both indoors

and	outdoors

.

As	a	testament,	Jon	Hansen,	OKC	Asst.	Fire	Chief	responding	to	the Murrow	Building	boming	in
Oklahoma	City	in	1995	stated: “We	couldn’t	send	crews	into	the	building	due	to	the	structural
damage.	If	we	had	a	way	 to	assess	 the	 situation	and	 search	 room	 to	 room	after	 the	blast,	we

would	 have	 saved	 lives.” ATLAS	 is	 designed	 t o	 fulfill	 this	 need.	 ATLAS	 can	 survey	 and	 enter	 a
damaged	 structure	 from	 outside, perform	 a	 LiDAR	 scan	 for	 survivors,	 provide	 2

- way communication,	and	report	that	information	back	to	first	responders	in	real

- time.

Many	 first	 responders,	 both	 police	and	 f ire	 departments	alike,	 cannot	afford	manned	aviation
assets.	 In	 addition,	 m anned	 aircraft	 can	 pose	 a	 threat	 to	 the	 public	 through	 poten tial
catastrophic	crashes	that may	result	in	possible	loss	of	life. ATLAS pose s no	such	threat	since	size

and	 inherent	 de sign	 through	 the	 use	 of	 the	 carbon	 fiber	 exoskeleton	 alleviate any	 potential4

threat	to	the	public.

In	addition, Congress	has	proclaimed	that	it	is	in	the	public’s	interest	to	integrate	commercially
flown	UAS's	into	 the	 national	airspace	 system,	 hence	 the passing	 of	 the	 Reform	Act.	Granting

UC’s exemption	 request	 furthers	 the	public	interest	 through	awareness	of	 the benefits	of	safe
UA	operation	for	the	greater	public	good. Granting	our	exemption	request	substantially	furthers
the	economic	impact	 for	the Ok lahoma community	 for public	agencies looking	to	benefit	 from

UA	use.

ATLAS is	 designed	 for safe	 operation	 in	 cluttered	 environments

. Its	 carbon exoskeleton is designed	to	protect people	and	surrounding	structures	as	well	as the	internal	components	and

avionics	and	allows ATLAS to	land	and	roll	and	transition	to ground	operation.	ATLAS	can	safely
execute	 proximal	 observations in	 harsh	 environments with	 minimal	 risk	 to	 ATLAS	 or
surroundings

. Thus,	but	is	very	nature	it	avoids	situations	such	as	those	shown	below.

Conventional	Quadrotor	Caught	in	Utility	Pow er	Line

– ATLAS Avoids	This Risk By	Design

5

. Equivalent	Level	of	Safety

UC’s exemption	wi ll	not	adversely	affect	safety	of	the	NAS	for the	reasons	stated below.

a. ATLAS	weighs	less	than	3	pounds ;
b. We	only	operate	our	UAS	be low	2 00	feet	( less	than	the 400	foot	permissible	ceiling	set
by	the	FAA Modernization	and	Reform	Act	of	2012);

c. ATLAS	only	operate	for	15

- 20	minutes	per	flight;

d. ATLAS	 is	 only	 operated to	 manufacturer	 recommended	 minimum	 level	 of	 battery

power;5

e. ATLA S	is	controlled through	remote	control	only	by visual line	of	sight (VLOS) ;
f. ATLAS has	 GPS	 a	 flight	 safety	 feature	 whereby	 it	 hovers	 and	 then lands	 or	 RTLs if

communication	with the	remote	control	pilot	is	lost;
g.	UC	 will only	 operate	 in	 reasonably	 safe environment	 that	 are	 strictly	 controlled,	 are
away	from	power	lines, elevated	lights,	airports	and	actively	populated	areas;

h.	 UC	 will conduct	 extensive	 pre

- flight	 inspections	 and	 protocol,	 during	 which	 sa fety
carries	 primary	 importance,	 and	 will always obtains	 all	 necessary	 permissions	 prior	 to
operation;	and,
i.	UC	 has	 safety procedures	 in	 place	 to	 abort	 flights	 in	 the	event	 of	 safety	 breaches	 or
potential	danger.

UC’s	 safety protocols	 provide	 a	 level	 of	 safety	 equal	 to	 or	 exceeding	 existing	 rules.	 It is
important	 to	 note	 that	absent	 the	integr ation	of	commercial	UAS	into	 the	US	NAS ,	 traditional
helicopters	and	fixed	wind	aircraft	are	the	primary	means	of aerial	situational	awareness	in	first
responder	 applications .	 While	 the	 safety	 record	 of manned	 hel icopters is high,	 it	 is	 safer	 to
operate	ATLAS	for	the	following	reasons.

a.	T he	potential	loss	of life	is	diminished	because	ATLAS	carries no	p eople	on	board	and
only	operates in	specific	a reas	away	from	mass	populations;

b.	 T here	 is	 no	 fuel	 on	 board and thus	 the	 potential	 for	 fire	 or	 e xplosions	 is	 greatly
diminished;

c.	T he	 small	 size	 and	extreme	maneuverability	 of ATLAS allow s	 pilots to	 remotely	 pilot
away	from	and a void	hazards	quickly	and	safely;
d.	Given	its	small	size	and	weight	and	protective	exosk eleton,	even	impacts	will	not	result
in	damage	under	the	worst	circumstances.

ATLAS has	undergone	extensive	testing	and	evaluation	in	indoor	facilities	and	demonstrated	an
extremely	high	level	of	safety,	far	above	those	of	other	similar	sized	unmanned	air craft.

6

. Exemption	Requests

A. 14	C.F.R.	21	&	14	C.F.R. 91:	Airworthiness	Certificates	and Manuals

14	C.F.R.	21,	Subpart	H,	entitled	Airworthiness	Certificates,	sets	 forth	requirements	 for
procurement	 of	 necessary	 airworthiness	 certificates	 in	 relation	 t o	 FAR	 §	 91.203(a)(1).
The	size,	weight	and	enclosed	operational	area	of UC’s	UA permits	exemption	from	Part

21	because ATLAS meets	(and	exceeds)	an	equivalent	level	of	safety	pursuant	to	Section
333	of	the	Reform	Act.	The	FAA	is	authorized	to	exempt	aircra ft	from	the	airworthiness
certificate	requirement	under	both	the	Act	(49	U.S.C.	§	44701	(f))	and	Section	333	of	the
Reform	 Act.	 Both	 pieces	 of	 legislatio n	 permit	 the	 FAA	 to	 exempt	 UAS from	 the
airworthiness	 certificate	 requirement	 in	 consideration	 of	 the	 w eight,	 size,	 speed,
maneuverability	and	proximity	to	areas	such	as	airports	and	dense	populations.

ATLAS meet s or	exceed s each	of	the	elements.

14	 C.F.R.	 91.7(a)	 prohibits	 the	 operation	 of	 an	 aircraft	 without	 an	 airworthiness

certificate.	 As	 no	 such	 cert ificate	 will	 be	 applicable	 in	 the	 form	 contemplated	 by	 the
FARs,	this	Regulation	is	inapplicable.6

14	C.F.R.	§	91.9	(b)	(2)	requires	an	aircraft	flight	manual	in	the	aircraft.	As	there	are	no
on	 board	 pilots	 or	 passengers, and	 given	 the	 size	 of	 the	 UA, thi s	 Regulation	 is inapplicable.	An	equivalent	level	of	safety	will	be	achieved	by	maintaining	a	safety/flight
manual	delineating	areas of	where	safety	can	be	defined. The	FAA	has	previously	issued
exemptions	to	this	regulation	in many	previous	e xemption requ ests.

14	 C.F.R.	§	 91.121	 regarding	altimeter	 settings	is	inapplicable	insofar	as ATLAS utilizes
electronic	global	positioning	s ystems	with	a	barometric	sensor.

14	C.F.R.	§	91.203	(a)	and	(b)	provides	for	the	carrying	of	civil	aircraft	certifications	and
registrations.	 They	 are	 inapplicable	 for	 the	 same	 reasons	 described	 above.	 The
equivalent	 level	 of	 safety	 will	 be	 achieved	 by	 maintaining	 any	 such	 required
certifications	and	registrations	by	Unmanned Cowboys

.

B. 14	C.F.R.	§	45.23:	Marking	of	The	Aircraf t

Applicable	 Codes	 of	 Federal	 Regulation	 require	 aircraft	 to	 be	 marked	 according	 t o certain	specifications.	The	ATLAS	UA	is ,	by	definition,	unmanned.	They	therefore	do	not
have	a	cabin,	cockpit	or	pilot	station	on	which	to	mark	certain	words	or	phrases.

Further,	 two

- inch	 lettering	 is	 difficult	 to	 place	 on	 such	 small	 aircraft	 with	 dimensions
smaller	 that	 minimal	 lettering	 requirement.	 Regardless,	 we	 will	 mark ATLAS in	 the
largest	 possible	 lettering with	 is	 N

- number on	 its	 fuselage	 as	 required	 by	 14	 C.F.R.
§45.29	 (f)	 so	 that	 the	 pilot,	 or	 anyone	 ass isting	 as	 a	 spotter	 with	 the	 UA will	 see	 the
markings.	The	FAA	has	previously	issued	exemptions	to	this	regulation.

C. 14	C.F.R.	§	61.113:	Private	Pilot	Privileges	and	Limitations:	PIC

Pursuant	 to	14	C.F.R.	§§	61. 113	 (a)	&	 (b),	private	pilots	are	limited	 to	non

- commercial
operations. UC can	 achieve	 an	 equivalent	 level	 of	 safety	 as	 achieved	 by	 current
Regulations	 because	 our	 UAS	 does	 not	 carry	 any	 pilots	 or	 passengers.	 Further,	 while
helpful,	a	pilot	license	will	no t	ensure	remote	control	piloting	skills.	The	risks	atte nded
to	 the	 operation	 of	 ATLAS are	 far	 less	 than	 the	 risk	 levels	 inherent	 in	 the	 commercial

activities	outlined	in	1 4	C.F.R.	§	61,	et	seq.

Thus,	allowing UC to	operate ATLAS	meets	and	exceeds current safety	levels	in	relation
to	14	C.F.R.	§61.113	(a)	&	(b).

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

14	 C.F.R.	§	 91.119	 prescribes	 safe	altitudes	 for	 the	 operation	 of	 civil	aircraft.	It	allows
helicopters	 to	 be	 operated	 at	 lower	 altitudes	 in	 certain	 condi tions. ATLAS will	 never

opera te	 at	 an	 altitude	 greater	 than	 2 00	 AGL and	 typically	 operate	 less	 than	 100	 feet,
safely	 below	 the	 standard	 of	 400	 AGL. UC will	 however	 operate ATLAS in	 safe	 areas
away	from	public	and	traffic,	providing	a	level	of	safety	at	lea st	equivalent	to	or	below

those	in	rela tion	to	minimum	safe	altitudes.7

Given	 the	 size,	 weight,	 maneuverability	 and	 speed	 of ATLAS ,	 an	 equivalent	 or	 higher
level	of	safety	will	be	achieved.

E. 14	C.F.R.	91.405	(a);	407	(a)	(1);	409	(a)	(2);	417(a)	&	(b):	Mai ntenance	Inspections

The	 above

- cited	 Regulations	 require,	 amongst	 other	 things,	 aircraft	 owners	 and
operators	 to	 “have	 [the]	 aircraft	 inspected	 as	 prescribed	 in	 subpart	E	 of	 this	 part	 and
shall	between	required	inspections,	except	as	provided	in	paragraph (c)	of	this	section,
have	discrepancies	repaired	as	prescribed	in	part	43	of	this	chapter.	.	.	.”

These	Regulations	only	apply	to	aircraft	with	an	airworthiness	certificate.	They	will	not,
therefore,	 apply	 to US’s UA .	 Ho wever,	 as	 a	 safety	 precaution	 UC	 w ill	 inspect	 all	 UA
before	and	after	each	flight	in	accordance	with	standard	aviation	practice.

Thus,	we demonstrate	an	equivalent	level	of	safety.

F. 14	C.F.R.	21	and	14	C.F.R.	91:	Airworthiness	Certificates,	Manu als	and	the	Like.	14	C.F.R.

21

Subpart H,	entitled	Airworthiness	Certificates,	sets	forth	requirements	for	procurement
of	necessary	airworthiness	certificates	in	relation	to	FAR	§	91.203(a)(1).	The	size,	weight
and	enclosed	operational	area	of	our	UAS	permits	exemption	from	Part	21	because UC’ s

UA meets	an	equivalent	level	of	safety	pursuant	to	Section	333	of	the	Reform	Act.	The
FAA	 is	 authorized	 to	 exempt	 aircraft	 from	 the	 airworthiness	 certificate	 requirement
under	 both	 the	 Act	 (49	 U.S.C.	 §	 44701	 (f))	 and	 Section	 333	 of	 the	 Reform	 Act.	 Both

p ieces	 of	 legislation permit	 the	 FAA	 to	 exempt	 UA from	 the	 airworthiness	 certificate
requirement	in	consideration	of	the	weight,	size,	speed,	maneuverability	and	proximity

to	areas	such	as airports	and	dense	populations.

ATLAS meets	o r	exceeds	each	of	the elements.

14	 C.F.R.	 91.7(a)	 prohibits	 the	 operation	 of	 an	 aircraft	 without	 an	 airworthiness
certificate.	 As	 no	 such	 certificate	 will	 be	 applicable	 in	 the	 form	 contemplated	 by	 the
FARs,	 this	 Regulation	 is	 inapplicable.	 14	 C.F.R.	 §	 91.9	 (b)	 (2)	 requires	 an aircraft	 flight
manual	 in	 the	aircraft.	 As	 there	are	 no	 pilots	 or	 passengers,	and	given	 the	 size	 of	 the

ATLAS, t his	Regulation	is	inapplicable.

An	equivalent	level	of	safety	will	be	achieved	by	maintaining	a	manual and	following
standard	aviation	practice s

.

The	FAA	has	previously	issued	exemptions	to	this	regulation	maintenance	program	that
involves	regular	software	updates	and	curative	measures for	any	damaged	hardware.

Therefore,	an	equivalent	level	of	safety	will	be	achieved.8

7

. Summary

In	summary,	Unmanned	Cowboys seeks	an	exemption	from	the	fol lowing	r egulations

14	CFR	Part	21 14	C.F.R.	45.23(b)
14	CFR	61.113	(a)	&	(b)	14	CFR 61.133	(a)
14	CFR	91.7	(a)	and	(b)	14	CFR	91.9	(b)	(2)

14	CFR	91.103 14	CFR	91.109(a)

14	CFR	91.119

14	CFR	91.121 14	CFR	91.151	(a)
14	CFR	91.203	(a)	&	(b)
14	CFR	91.405	(a)	14	CFR	407	(a)	(1)	14	CFR	409	(a)	(2)	14	CFR	417	(a)	&	(b)

t o	commercially	operat e	our	small	unmanned	vehicle/lightweight	unmanned	aircraft	vehicle	in

community	 awareness, first	 responder	 scenarios

, surveying	 and	 mapping	 services	 for	 public
utilities	and	oil	and	gas	companies, and	 to	develop	economic	platforms	 for said	industries	and
public	 agencies .	 Currently, first	 responders	 such	 as	 police	 and	 fire	 fighters and	 public	 utilities
and	 oil	and	gas	 companies rely primarily	 on	 the	 use	 of	 larger	aircraft	 running	 on	 combustible

fuel and	operating	close	to	the	ground	and	potential hazards	such	as	fires,	p osing	potential	risk s to	the	public.

Granting	our	request	for	exemption	will	reduce	current	r isk	levels	and	thereby	enhance	safety.

ATLAS not	 contain	 potentially	 explosive	 fuel,	 is	 smaller,	 lighter	 and	 more	 maneuverable	 than

conventional aircraft	with	mu ch	less	 flight	time.	Further,	UC operate s at	lower	altitudes	and	in

cont rolled	airspace	eliminating	potential	public	risk	flying	to	and	from	established	air	fields. US
has	developed safety	protocols	and	 the	implementation	of	a	 flight	operations	manual for	UAS
usage	that	exceeds	currently	accepted	means	and	methods	 for	safe	 flight.	Formal	collection	of
information	 shared	with	 the	FAA	will	enhance	 the	FAA's	internal	efforts	 to	establish	protocols
for	complying	with	the	FAA	Modernization	and	Reform	Act	of 2012.	There	a re	no	personnel	on

board	 our	 UA and	 therefore	 the	 likelihood	 of	 death	 or	 serious	 bodily	 injury	 is	 significantly

diminished.

Operation	o f	our	UAS,	weighing	less	than	3 pounds	and	travelling	at	lower	speeds	within	limited
areas	will	provide an	equivalent	level	of	safety	as	that	achieved	under	current	FARs.	Accordingly
Unmanned	Cowboys,	Inc. respectfully	request	that	the	FAA	gr ant	our	exemption	request	and	we

are willing	 to	 cooperate	 in	 sharing	 information	 to	 benefit	 the	 FAA,	 safety	 of	manned aircraft,
and	the	general	public	at	large.

# ATLAS

Operations Manual

### ATLAS Operation Manual V1.2 © Unmanned Cowboys, Inc. September 18, 2015Table of Contents

Disclaimer

................................ ................................ ................................ ................... 2

Introduction

................................ ................................ ................................ ................ 3

Components

................................ ................................ ................................ ............... 4

Operation

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

LED	Indicators

................................ ................................ ................................ ............. 9

Precautions

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

Specifications

................................ ................................ ................................ ............ 12

FCC	Compliance

................................ ................................ ................................ ........ 13ATLAS	Operations	Manual

2 

## Disclaimer

Please visit the ATLAS page on www.unmannedcowboys .com regularly to keep up to date with pr oduct information, technical updates and manual corrections. Information in this manual is subject to change without notice. In using this product, you hereby agree to this disclaimer and signify that you have understood all po ints completely. When operati ng this product, follow all instructions carefully.

This is a class A product of the FCC certification. In a domestic environment this product may cause radio interference, in which case the user may be required to take adequate measures.

ATLASTM and Or b DriveTM are registered trademark of Unmanned Cowboys

. Names of product, brand, etc., appearing in this manual are trademarks or registered trademarks of their respective owner companies. This product an d manual are copyrighted by Unmanned Cowboys with all rights reserved. No part of this product or manual shall be reproduced in any form without the prior written consent or authorization of Unmanned Cowboys

.

The manufacturer and seller assume no liability for any damage or injury arising from the use of th is product.ATLAS	Operations	Manual

3 

## Introduction

T hank you for purchasing ATLASTM

– the All Terrain Land and Air Sphere specifically designed for both air and ground operation

. ATLAS is designed

for safe operation in cluttered environments

. Its carbon exoskeleton is designed t o protect the internal components and avionics and allows ATLAS to land and roll and transition to ground operation. ATLAS can safely execute proximal observations in harsh environments with minimal risk to ATLAS or surroundings

. It is user safe, stabile a nd easy to use while its integrated design makes assembly and configuration simple and fast. The gimbal

mount allow s for a clear 360 degree field of view from the camera. A patent pending design ensure s safe operation near people and objects and with the

a bility to land and return to flight using ALPS

– Auto Launch Position System

. Used with the custom Orb DriveTM autopilot and the provides advanced dynamic stability and control augmentation , ATLAS can hover and fly reliably making it ideal for observations and sensor measurements in any

environment

.ATLAS	Operations	Manual

4 

## Components

ATLASTM comes with the ATLAS vehicle, a dedicated flight controller, and optional custom ground control station (GCS) with advanced telemetry, remote operation and viewing

.

ATLAS

Tran smitter

GCSATLAS	Operations	Manual

5 

## Operation

ATLASTM operates straight out of the box.

Charg ing the Battery

ATLAS is powered by a rechargeable lithium polymer (LiPo) battery. Store

the battery at half charge then charge ful ly before flying. Batteries ship at hal f charge, so please charge before your first flight. Eac h full battery provides 15

to 20 minutes of flight time depending on the operation

.

1. Connector the charger to a wall outlet.

2. S ecure battery inside the guard bag while charging. Charge

until the status indicator displays green.

3. Connect the battery to the charger

– the light will begin blinking red.

4. Once the light is green, d isconnect the battery from the charger

. 5. Unplug the charger. The battery is now ready for use.

Do not puncture batteries or store batteries at full charge.

Installing the Battery in ATLAS

1. Attach the battery to the ATLAS battery tray and slide the tray in the battery compartment. Use only batteries supplied by Unmanned Cowboys.

2. Connect the battery connector to power on. Disconnect t he battery to completely power off.

System Startup

1. Ensure transmitter and receiver batteries are fully charged.

2. Install the battery in ATLAS.

3. Toggle the switch to the START position, and t hen turn on the

transmitter.

4. Ensure the RTL, AUTO and ALPS switches are turned off

. 5. Power on the system.

6. If a solid green LED on the control board is illuminated , everything is normal. If it flashes green slowly or another color , re fer to the

trouble sho oting instructions at unmannedcowboys.com/atlas.

7. If the LED is flashing red, the battery is low.ATLAS	Operations	Manual

6 Flying ATLAS

ATLAS is controlled via the transmitter or GCS. Control ling ATLAS i n flight

via the transmitter using the transmitter’s left and right sticks.

1. E nsure transmitter and receiver batteries are fully charged.

2. Install the battery in ATLAS.

3. Toggle the switch to the START position, and t hen turn on the

transmitter.

4. Engage the motors.

5. Using the throttle, increase the throttle until ATLAS lifts off the ground.

6. Use the roll and pitch control to move ATLAS forward, backward, left and roll and the yaw control to rotate ATLAS.

7. Land.

8. To auto

- or ient ATLAS while on the ground, turn on the ALPS

switch.

9. To control ATLAS from the GCS, engage the AUTO switch.

10. If equipped with GPS and operating outside, engage RTL to command ATLAS to return to the launch point.

If ATLAS loses communication with the transmitter while indoors, it will hover for 60 seconds, then land. If ATLAS loses communication with the transmitter while outside, it will return to the launch point.ATLAS	Operations	Manual

7 Ground Operations with ATLAS

The Orb Drive allows operation of the ATLAS on the g round, including limited rolling and orienting ATLAS to return to upright orientation to take off. When ATLAS is on the ground, use the following procedure.

1. Land ATLAS by reducing the throttle.

2. Use the yaw stick to change ATLAS orientation.

3. Use roll and p itch sticks to control ATLAS on the ground.

4. Engage ALPS to return ATLAS to flight attitude.

Flying with the GCS

If controlling ATLAS with the optional GCS, make sure Orb Drive is communication with the GCS telemetry module. Use the Flight Planner and the telemetry radio ground module to view data and execute commands in flight. Engage the Orb Drive’s navigation control and fly using a series of waypoint commands. When switched into full autonomy (AUTO) mode,

ATLAS executes the mission stored on Orb Dri ve and heads for the first scripted waypoint.

Auto mode can be engaged for takeoff and landing if takeoff and land waypoints have been scripted into the mission. For more information on using the Ground Control Station for configuring full autonomy, visit the

online documentation at unmannedcowboys.com/atlas.ATLAS	Operations	Manual

8 1 Heading direction 2 Bank angle 3 Altitude (blac k) and rate of climb (blue bar) 4 Ground speedATLAS	Operations	Manual

9 

## LED	Indicators

ATLAS indicators on the Orb Drive provide the following information.

Light	B ehavior Indicator

Solid	Green System	Normal
Blinking	Green Calibration	Required

Solid	Yellow Calibration	Failed
Blinking	Yellow Calibration	in	Progress

Solid	Red System	Startup Blinking	Red Battery	Low Rapid	Blinking	Red Landing	Due	to	Low	Battery Red/Yellow/Green	Alternating System	Fault

– See	TroubleshootingATLAS	Operations	Manual

10 

## Precautions

Battery

Protect the battery from direct exposure to extreme heat, extreme cold, puncturing, and flammable surfaces. Always transport, charge, an d store the battery in t he battery bag.

Charge the battery using a designated LiPo balance charger only. Always monitor battery while charging.

Flying with a low battery is a safety risk and can render the battery unusable. Always discontinue use when you receive a low battery notification, and always fly with a fully charged battery.

Inspect battery for damage before takeoff and after landing. If you observe any swelling of the package or the battery ceases to function, locate your local battery recycling center to dispose of the battery. In the US and Canada, visit call2recycle.org to find a location. Do not dispose of the battery

in the trash.

Flying

Always fly in an open area away from people and buildings; do not attempt to fly indoors or in a confined space. Do not fly over people, near airports, or in any situation that could pose a hazard to those around you. Always fly within your line of sight and in compliance with lo cal regulations. ATLAS will not avoid obstacles on its own. As the operator, it is your job to reco gnize and avoid obstructions while flying. Always follow the preflight and postflight steps in the order described in this manual, and remain attentive at all times while flying.

Environmental factors, such as wind and GPS irregularities, can cause

instab ility in flight. ATLAS will attempt to compensate for these factors by automatically landing if it detects an unsafe flying condition due to loss of RC signal, loss of GPS signal, or low battery. To avoid potential hazards due to environmental factors, iden tify the boundaries of your flying area before takeoff, and recover ATLAS manually by switching into stabilize mode if it moves outside your designated flying area. If you observe any inconsistentATLAS	Operations	Manual

11 behavior, land, and consult the troubleshooting guide at

unm annedcowboys.com/atlas.

Always use an RC transmitter as a primary or backup control system when flying. Ensure that the transm itter is turned on any time ATLAS is powered. If

contact with the transmi tter is lost during flight, ATLAS will land and display a blinking yellow light

.ATLAS	Operations	Manual

12 

## Specifications

Autopilot hardware: Orb Drive

Firmware: Stabilis

GPS: 3DR uBlox GPS with Compass (5 Hz update)

Transmitter: 2.4 GHz Radio Telemetry Radio: 915 MHz

Motor: 950 kV Propeller: Single 12x6 propeller Battery: 3s 11.1 V 3.5 A

- hr LiPo, 4s 14.7 V 3.5 A

- hr LiPo Weight: 2 lbs (nominal) Payload Weight: 0.5 lbs Flight Time: 15

- 20 minutes (nominal)ATLAS	Operations	Manual

13 

## FCC	Compliance

This equipment has been tested and found to comply with the limits for a Class A digital device, pursuant to p art 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful interference when the equipment is operated in a commercial environment. This equipment generates, uses, and can radiate radio frequency energy and, if not installed and used in accordance with the instruction manual, may cause harmful interference to radio communications. Operation of this equipment in a residential area is likely to cause harmful interference in which case the user will be required to corre ct the interference at their own expense.