1201	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 

applies 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 “SUAS.”

This exemption is made based on information outlined 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 to 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 confidential 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 Manual
1

1.	Contact	Information

Unmanned	Cowboys

1201	Innovation	Way	Dr.,	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	(herafter,	“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	systems	

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	 expressly	 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	overall	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	utilizes	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	nautical	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	 protects	 both	 people	 and	

property	from	harm,	making	it	the	safest	UA	currently	operating.	Built	in	safety	systems	include	
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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	descend	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	 within	 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	aircraft	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,	 flights	 generally	 last	

between	fifteen	(15)	to	twenty	(20)	minutes,	with	an	altitude	typically	under	one	hundred	(100)	

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	 communication	 between	 radio	

control	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 does not	 believe	 in	 taking	 risk	 that	 may	 cause	 a	 crash	 that	 could	 create	 hazard	 to	 the	

public/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	safety	record	and has	previously	flown	in	
3

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	FAA	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	 to	 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	 fire	 departments	alike,	 cannot	afford	manned	aviation	

assets.	 In	 addition,	 manned	 aircraft	 can	 pose	 a	 threat	 to	 the	 public	 through	 potential	

catastrophic	crashes	that	may	result	in	possible	loss	of	life.	ATLAS poses no	such	threat	since	size	

and	 inherent	 design	 through	 the	 use	 of	 the	 carbon	 fiber	 exoskeleton	 alleviate any	 potential	
4

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	Oklahoma	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	Power	Line – ATLAS	Avoids	This Risk By	Design

5.	Equivalent	Level	of	Safety

UC’s exemption	will	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	below	200	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.	ATLAS	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	 safety	

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	integration	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	 helicopters is	 high,	 it	 is	 safer	 to	

operate	ATLAS	for	the	following	reasons.

a.	The	potential	loss	of	life	is	diminished	because	ATLAS	carries no	people	on	board	and	

only	operates in	specific	areas	away	from	mass	populations;

b.	 There	 is	 no	 fuel	 on	 board and thus	 the	 potential	 for	 fire	 or	 explosions	 is	 greatly	

diminished;

c.	The	 small	 size	 and	extreme	maneuverability	 of	ATLAS allows	 pilots to	 remotely	 pilot	

away	from	and avoid	hazards	quickly	and	safely;

d.	Given	its	small	size	and	weight	and	protective	exoskeleton,	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	aircraft.

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	 to	 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	aircraft	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	 legislation	 permit	 the	 FAA	 to	 exempt	 UAS 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 or	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.
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, this	 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	exemption	requests.

14	 C.F.R.	§	 91.121	 regarding	altimeter	 settings	is	inapplicable	insofar	as	ATLAS utilizes	

electronic	global	positioning	systems	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	Aircraft

Applicable	 Codes	 of	 Federal	 Regulation	 require	 aircraft	 to	 be	 marked	 according	 to	

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	 assisting	 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	not	ensure	remote	control	piloting	skills.	The	risks	attended	

to	 the	 operation	 of	 ATLAS are	 far	 less	 than	 the	 risk	 levels	 inherent	 in	 the	 commercial	

activities	outlined	in	14	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	 conditions.	 ATLAS will	 never	

operate	 at	 an	 altitude	 greater	 than	 200	 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	least	equivalent	to	or	below	

those	in	relation	to	minimum	safe	altitudes.
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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):	Maintenance	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.	 However,	 as	 a	 safety	 precaution	 UC	 will	 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,	Manuals	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	

pieces	 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	or	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, this	Regulation	is	inapplicable.

An	equivalent	level	of	safety	will	be	achieved	by	maintaining	a	manual and	following	

standard	aviation	practices.

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.
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7.	Summary

In	summary,	Unmanned	Cowboys	seeks	an	exemption	from	the	following	regulations

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)

to	commercially	operate	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,	posing	potential	risks

to	the	public.

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

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

conventional	aircraft	with	much	less	 flight	time.	Further,	UC operates at	lower	altitudes	and	in	

controlled	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	are	no	personnel	on	

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

diminished.

Operation	of	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	grant	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.
Operations Manual

ATLAS
ATLAS Operation Manual V1.2

© Unmanned Cowboys, Inc.

September 18, 2015
Table of Contents

Disclaimer................................................................................................................... 2

Introduction................................................................................................................ 3

Components............................................................................................................... 4

Operation ................................................................................................................... 5

LED	Indicators............................................................................................................. 9

Precautions............................................................................................................... 10

Specifications............................................................................................................ 12

FCC	Compliance........................................................................................................ 13
ATLAS	Operations	Manual

2

Disclaimer

Please visit the ATLAS page on www.unmannedcowboys.com regularly to 

keep up to date with product 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 points completely. When operating 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 Orb 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 and 

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 this product.
ATLAS	Operations	Manual

3

Introduction

Thank 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 to 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 and easy to use while its integrated 

design makes assembly and configuration simple and fast. The gimbal 

mount allows for a clear 360 degree field of view from the camera. A patent 

pending design ensures safe operation near people and objects and with the 

ability 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

Transmitter

GCS
ATLAS	Operations	Manual

5

Operation

ATLASTM operates straight out of the box.

Charging the Battery

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

the battery at half charge then charge fully before flying. Batteries ship at half 

charge, so please charge before your first flight. Each full battery provides 15 

to 20 minutes of flight time depending on the operation.

1. Connector the charger to a wall outlet.

2. Secure 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, disconnect 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 the 

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 then 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, refer to the 

trouble shooting 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. Controlling ATLAS in flight 

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

1. Ensure transmitter and receiver batteries are fully charged.

2. Install the battery in ATLAS.

3. Toggle the switch to the START position, and then 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-orient 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 ground, 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 pitch 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 Drive 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 (black) and rate of climb (blue bar)

4 Ground speed
ATLAS	Operations	Manual

9

LED	Indicators

ATLAS indicators on the Orb Drive provide the following information.

Light	Behavior 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	Troubleshooting
ATLAS	Operations	Manual

10

Precautions

Battery

Protect the battery from direct exposure to extreme heat, extreme cold, 

puncturing, and flammable surfaces. Always transport, charge, and store the 

battery in the 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 local regulations. ATLAS will not 

avoid obstacles on its own. As the operator, it is your job to recognize 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 

instability 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, identify 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 inconsistent 
ATLAS	Operations	Manual

11

behavior, land, and consult the troubleshooting guide at 

unmannedcowboys.com/atlas.

Always use an RC transmitter as a primary or backup control system when 

flying. Ensure that the transmitter is turned on any time ATLAS is powered. If 

contact with the transmitter 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 part 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 correct the interference at their own expense.