1

October 20, 2015

U.S. Department of Transportation

Docket Management System

1200 New Jersey Ave., SE

Washington, DC 20590

Exemption Request under Section 333 of the FAA Modernization and Reform Act 

of 2012 and 14 C.F.R. Part 11

Dear Sir or Madam:

UAV OPS, LLC requests exemptions from several provisions of the Federal Aviation 

Regulations (FAR) in accordance with Section 333 of the FAA Modernization and 

Reform Act of 2012. UAV OPS, LLC seeks exemption in order to commercially 

operate the Phantom 3, the Turbo Ace Matrix quadcopters and the DJI Spreading 

Wings S1000 octocopter unmanned aircraft system (UAS) in a sterile environment 

clear of people and objects for the purposes of aerial data acquisition and general 

power line inspection. Phantom 3, Matrix and S1000 Pilots in Command hold either 

a sport or private pilot certificate, third class medical certificate, and have passed a 

rigorous internal training and certification program administered by UAV OPS, LLC

senior staff as a minimum qualification. Operators are trained on the Phantom 3, 

Matrix and S1000 following the OEM training guidelines and syllabus provided by

Turbo Ace, manufacturer of the Matrix and DJI, manufacturer of both the Phantom 

3 and S1000 sUAS.

This exemption is in accordance with protocols outlined in this petition for exemption,

including the enclosed UAV OPS, LLC’s Operations Manual, UAV OPS, LLC’s Phantom 3

manufacturer's operations and/or instructions manual, the Turbo Ace User Guide, the DJI 

S1000 user guide and any other requirements established by the FAA pursuant to Section 333 

of the Reform Act.

UAV OPS, LLC specializes in aerial inspection, R&D and sales of sUAS specialty components 

and aircraft. The partners in the corporation have extensive experience in national security, 

and critical infrastructure protection and are subject matter experts in the electric power 

sector and the nuclear fuel cycle. Together the company will provide the highest levels of 

competence and safety during all phases of sUAS field activities. It proposes to use small, 

lightweight UAS – the DJI Phantom 3, the Turbo Ace Matrix and the DJI Spreading Wings

S1000 for training and aerial data collection. All 3 UAS will comply with current federal 

standards for limited small commercial UAS operations and will not reduce the safety of the 

NAS.

This exemption will permit UAV OPS, LLC to safely operate UASs under controlled conditions 

and in sterile environments for the purpose of flight training. Approval of this exemption will 
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enhance overall safety and fulfill the Secretary of Transportation's (the FAA Administrator's) 

responsibilities to “... establish requirements for the safe operation of such aircraft systems in 

the national airspace system" Consistent with Section 333(c) of the Reform Act.

The name and address of the petitioner is:

UAV OPS, LLC

Attn: Rodd Selman

Phone: 718-791-6201

Email: rodd29@hotmail.com

Address: 1951 N Military Trail; Suite D, West Palm Beach, FL 33409

Description of Flight Operations

To preserve the safety of manned aircraft operations, the NAS, and property UAV OPS, LLC will 

maintain the following limitations and conditions during all flight training operations:

1. The Phantom 3, Matrix and S1000 will each weigh less than 7 pounds.

2. All flights will maintain direct visual line of sight of the Pilot In Command and trained 

Visual Observer (Both PIC and VO will be FAA licensed airmen and hold a current 

Class III medical certificate). The VO and PIC must be able to communicate verbally 

at all times. The PIC must be designated before the flight and cannot transfer his or 

her designation for the duration of the flight. The PIC must ensure that the VO can 

perform the functions prescribed in the UAV OPS, LLC DJI Phantom, Turbo Ace 

Matrix and the S1000 Pilot Skill Training Manual.

3. Visual observers will receive no less than one hour of ground instruction on their 

required duties to maintain obstacle and collision avoidance for all flight operations.

4. A UAV OPS, LLC senior company employee will observe the training sessions of 

UAV OPS, LLC trainers on an ongoing basis. Each trainer will be observed by a UAV 

OPS, LLC certified line check airman a minimum of 8 hours during live training 

every 12 months.

5. Geo-fencing will be utilized during all flight operations to maintain altitudes below 

125 feet AGL and a distance not to exceed 500 feet from the pilot at all times. Real 

time telemetry will be monitored at all times to ensure compliance. The geofencing will be tested at the beginning of each flight as standard safety practice. 

The maximum speed for the Phantom 3, Matrix and S1000 will each be under 50

miles per hour.

6. Return to Launch (RTL) will be tested at the beginning of each flight as 
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standard safety practice.

7. If the sUAS loses communications signal, the sUAS will have the capability to 

return to a pre-determined location within the ‘Sterile Flight Zone’ and land.

8. The PIC must abort the flight in the event of unpredicted obstacles or emergencies.

9. Flights will be conducted in VFR conditions. Operations will be conducted at least 

2,000 feet from fog conditions.

10. Prior to each flight the PIC will obtain an official weather briefing for the area of 

operation from CSC DUATS no more than one hour prior to the planned flight 

operations.

11. UAV OPS, LLC by following procedures listed in the Operation’s Manual will 

assure no individuals’ privacy is violated.

12. No flight operations will be conducted at night.

13. UAS will maintain a lateral distance of at least 500 feet from inhabited structures, 

buildings, vehicles, and remain in constant visual line of sight.

14. UAS will maintain a lateral distance of at least 500 feet from non-participants to 

maintain a ‘Sterile Flight Zone’. If non-participants enter the ‘Sterile Flight Zone’, 

flight operations will cease immediately until the flight zone is cleared.

15. Signs displaying ‘UAS Flight Operations In-Progress’ will be clearly positioned to 

keep all persons and objects clear of the ‘Sterile Flight Zone’.

16. All operations shall be conducted over private or controlled-access property with 

permission from the land owner/controller or authorized representative. Permission 

from land owner/controller or authorized representative will be obtained for each 

flight to be conducted.

17. The Phantom 3, the Matrix and the S1000 each must remain clear and yield the 

right of way to all other manned operations and activities at all times (including, but 

not limited to, ultralight vehicles, parachute activities, parasailing activities, hang 

gliders, etc.).

18. Prior to each flight, the PIC must inspect to ensure it is in a condition for safe flight. 

If the inspection reveals a condition that affects the safe operation of the UAS, the 

aircraft is prohibited from operating until the necessary maintenance has been 
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performed, and the UAS is found to be in a condition for safe flight.

19. Any maintenance or alterations that affect The Phantom 3, the Matrix and the 

S1000 operation or flight characteristics (e.g. replacement of a flight critical 

component), must undergo a functional test flight. The PIC who conducts the 

functional test flight must make an entry in the official maintenance logbook.
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20. The operator must carry out its maintenance, inspections, and record keeping 

requirements, in accordance with the operating documents. Maintenance, inspection, 

and alterations must be noted in the aircraft logbook, including total flight hours, 

description of work accomplished, and the signature of the authorized maintenance 

personnel or PIC returning the Phantom 3, the Matrix and the S1000 UAS to service.

21. The operator’s Phantom 3, the Matrix and the S1000 authorized maintenance 

personnel, PIC, and VO must receive and document training referenced in the UAV 

OPS, LLC Flight Training Certification Procedures.

22. The UAS operated under the exemption must comply with all manufacturer System 

and Safety Bulletins.

23. Before conducting operations, the radio frequency spectrum used for operation and 

control of the UAS must comply with the Federal Communications Commission or 

other appropriate government oversight agency requirements. Radio control will be 

maintained on the 2.4ghz band. An FCC license is not needed to utilize these 

frequencies.

24. All operations shall be conducted in Class G airspace.

25. During operations in Class G airspace, the Phantom 3, the Matrix and the S1000 

may not operate within 5 nautical miles of the geographic center of an 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.

26. 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 

meeting the requirements of 49 C.F.R. Part 830 must be reported to the National 

Transportation Safety Board (NTSB) per instructions contained on the NTSB Web 

site: www.ntsb.gov.
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UAV OPS, LLC requests the following exemptions under Section 333:

Part 21 Subpart H Airworthiness certification

14 C.F.R. § 45.23(b) Markings

14 C.F.R. § 61.113(a) and (b) Private pilot privileges

14 C.F.R. § 61.133(a) Commercial pilot privileges

14 C.F.R. § 91.7(a) and (b) Civil aircraft airworthiness

14 C.F.R. § 91.109(a) Flight Instruction

14 C.F.R. § 91.119 Minimum safe altitudes

14 C.F.R. § 91.121 Altimeter Settings

14 C.F.R. § 91.151(a) Fuel requirements for Flight in VFR Conditions

14 C.F.R. § 91.203(a)(1) and (2) Civil aircraft certifications

14 C.F.R. § 91.405; 407; 409; 417 Maintenance Inspections

Part 21 Subpart H

Part 21 Subpart H prescribes procedural requirements for the issue of airworthiness 

certificates. UAV OPS, LLC requests exemption from this subpart to operate the the Phantom 

3, the Matrix and the S1000 without the requirement for an airworthiness certificate. Based 

on the proposed UAS being limited in size, weight, speed, operating capabilities, and 

operating within visual line of sight, UAV OPS, LLC believes that an airworthiness certificate is 

not necessary to ensure an equivalent level of safety to manned aircraft operations.

14 C.F.R. § 45.23(b): Display of marks; general

As the proposed UAS does not have any entrances to the cockpit or cabin UAV OPS, LLC 

requests that in order to identify the aircraft as an experimental type the word 

“EXPERIMENTAL” will be displayed in 2 inch lettering on the fuselage.

14 C.F.R. § 61.113(a) and (b): Private pilot privileges and limitations: Pilot in command

14 CFR 61.11 3 (a) and (b) state that:

(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds 

a private pilot certificate may act as 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:

(1) The flight is only incidental to that business or employment; and

(2) The aircraft does not carry passengers or property for compensation or hire.

UAV OPS, LLC requests exemption from 14 C.F.R. § 61.113(a) and (b) to allow UAV OPS, LLC to 
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commercially operate the Phantom 3, the Matrix and the S1000 sUAS with operators holding 

private pilot or sport pilot certificates. Sections 61.113 (a) & (b) limit private pilots to noncommercial operations. However provided in recent documentation, it has been determined 

that the private pilot and commercial pilot certifications meet the same basic knowledge of 

airspace through ground school and not flight
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training (See Regulatory Docket No. FAA-2014-0352 page 16-17). A commercial pilot's 

certification ensures that a pilot is able to safely commercially operate a manned aircraft, not a

UAS. Applying manned commercial pilot certification requirements do not significantly add to 

the safety of UAS operations. UAV OPS, LLC’s operating procedures will ensure UAS pilots are 

trained to conduct UAS operations with an equivalent level of safety to the training advantages 

obtained by a certificated commercial pilot for manned aircraft operations. All UAV OPS, LLC

trainers will be certified under the UAV OPS, LLC Flight Training Certification Procedures.

All UAV OPS, LLC pilots will possess a Private Pilot or Sport Pilot Certificate and current Class II 

medical.

14 C.F.R. § 61.133(a): Commercial pilot privileges and limitations

UAV OPS, LLC requests exemption from 14 C.F.R. § 61.133(a) in accordance with the above 

request enabling an operator with a private or sport pilot certificate to operate the

Phantom 3, the Matrix and the S1000 UAS commercially. Based on aircraft simplicity and 

visual line of sight operations this exemption would not degrade safety of the NAS or 

manned aircraft operations.

14 C.F.R. § 91.7(a) and (b): Civil aircraft airworthiness

The regulation requires that no person may operate a civil aircraft unless it is in airworthy 

condition. As there will be no airworthiness certificate issued for the aircraft, should this 

exemption be granted, no FAA regulatory standard will exist for determining airworthiness. 

Given the size of the Phantom 3, the Matrix and the S1000 and the description of proposed 

operations above, an equivalent level of safety will be provided.

B. 14 CFR § 91.103: Preflight Action

UAV OPS, LLC requests an exemption from the preflight actions requirements of 14

CFR 91.113 that prescribes the preflight actions under which aircraft may operate: 

Each pilot in command shall, before beginning a flight, become familiar with all 

available information concerning that flight.

(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:

(1) 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

(2) For civil aircraft other than those specified in paragraph (b)(1) of this 

section, other reliable information appropriate to the aircraft, relating to
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aircraft performance under expected values of airport elevation and runway 

slope, aircraft gross weight, and wind and temperature.

All UAV OPS, LLC flights will be conducted in VFR conditions. No takeoff and 

landing distances are published for the Phantom 3, the Matrix and the S1000 by 

the manufacturer. An equivalent level of safety will be provided by the PIC 

obtaining all pertinent weather information from an official FAA weather 

source (ex. Flight Service, CSC DUATS).

14 C.F.R. § 91.109(a): Flight instruction

This section provides that no person may operate a civil aircraft (except a manned free balloon) 

that is being used for flight instruction unless that aircraft has fully functioning dual controls.

For student training purposes the Pilot In Command and student will use a "buddy box" 

system that utilizes two transmitters. The transmitter of the student is connected by a trainer 

cable to another transmitter (master transmitter) controlled by the PIC instructor. The PIC

Instructor is able to control the UAS with his or her transmitter then flip a switch to turn control 

over to the student and flip the switch again to reclaim control. In this way, the PIC Instructor 

can easily demonstrate how to fly the UAS or rescue the UAS if the student makes a poor 

aeronautical decision without passing the same transmitter back and forth to preserve safety to 

the NAS and manned aircraft operations.

14 C.F.R. § 91.119: Minimum safe altitudes

UAV OPS, LLC requests an exemption from the minimum safe altitude requirements of 14 

CFR 91.119 that prescribes the minimum safe altitudes under which aircraft may operate:

• 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.

• Over other than congested areas at an altitude of 500 feet above the surface, except 

over open water or sparsely populated areas. In those cases, the aircraft may not be 

operated closer than 500 feet to any person, vessel, vehicle, or structure.

Section 91.119 (d) allows for a helicopter to operate at less than those minimum altitudes 

when it can be operated "without hazard to persons or property on the surface," provided that 

"each person operating the helicopter complies with any routes or altitudes specifically 

prescribed for helicopters by the FAA."

To provide the intended operations, the Phantom 3, the Matrix and the S1000 will be 

operated below 100 feet AGL. Additionally, the UAS will maintain a lateral distance of at 

least 500 feet from inhabited structures, buildings, vehicles, and remain in constant visual 

line of sight.
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14 C.F.R. § 91.121: Altimeter Settings

This regulation requires that each person operating an aircraft shall maintain the cruising altitude 

or flight level of that aircraft, as the case may be, by reference to "the current reported altimeter 

setting of a station along the route and within 100 nautical miles of the aircraft.”

UAV OPS, LLC seeks an exemption because the Phantom 3, the Matrix and the S1000 does not 

have a barometric altimeter, but rather a GPS altitude read out. The UAS will be programmed 

to remain below 100 feet AGL regardless of PIC control input, thus ensuring operation at safe 

altitudes.

14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions

MDV requests an exemption from 14 CFR § 91.151(a)'s fuel requirements for flight in 

VFR conditions. Section 91.151 states:

(a) 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 25 minutes; or

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

The batteries powering the Phantom 3, the Matrix and the S1000 provide approximately 15-

25 minutes of flight time. Training operations will be limited to a minimum voltage to ensure 

appropriate reserve battery to maintain an equivalent level of safety at all times. If the PIC 

fails to land the UAS prior to the allotted minimum voltage, the UAS will autonomously return 

to its original launch position.

14 C.F.R. § 91.203(a)(1) and (2): Civil aircraft: Certifications required

Under the proposal UAV OPS, LLC would not be operating the UAS with an airworthiness 

certificate as requested under the exemption for Part 21 Subpart H. The exemption for this 

section is required as UAV OPS, LLC would not be able to display the airworthiness certificate 

in accordance with 14 C.F.R. § 91.203(a)(1) and (2).

14 C.F.R. § 91.405; 91.407; 91.409; 91.417: Maintenance/Operations/Inspections/Records

These regulations specify maintenance and inspection standards in reference to 14 CFR Part 43. 

14 CFR 91.405(a) (stating that each owner or operator of an aircraft "shall have the aircraft 

inspected as prescribed in subpart E of this part and shall between required inspections...have 

discrepancies repaired as prescribed in part 43 of this chapter").

An exemption is requested as these sections requires the aircraft be inspected in accordance 

with Part 43 and is needed as these sections apply only to aircraft with an airworthiness 

certificate. An equivalent level of safety will be achieved by the Pilot In Command following the 
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UAV OPS, LLC Operations manual as well as the DJI and Turbo Ace user manuals. The operator 

will ensure that the UAS is in working order prior to each flight and maintain a detailed log of 

maintenance performed. The operator is the person most familiar with the aircraft and to 

provide the equivalent level of safety. The Phantom 3, the Matrix and the S1000 Flight Logs will 

be provided separately for reference.
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Why is this exemption request in the public’s best interest?

By granting this exemption request, UAV OPS, LLC will be able to provide 

exemplary and strict flight operations. This will benefit the unmanned aircraft 

integration process as well as maintaining the safety to manned aircraft 

operations in the NAS. Unmanned aerial data acquisition provides a safer 

method of asset inspection than low flying manned aircraft. The training

provided to students will lead to a better understanding of the unmanned 

aircrafts limitations and safety measures. This knowledge is crucial to the future 

of unmanned aircraft to be able to operate and not pose a threat to the safety or 

well -being of individuals, property on the ground, or other aircraft in the air. For 

all of the reasons provided in this request, granting UAV OPS, LLC this exemption 

is indeed in the public’s best interest.

sUAS pilot skill training is essential to train and evaluate the student’s overall 

ability in a wide array of areas concerning safe flight operations therefore the

following 4 appendices provided by UAV OPS, LLC will further enhance safe 

operations of the Phantom 3, the Matrix and the S1000 sUAS at all times:
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Appendix A: UAV OPS, General sUAS Training Manual:

Designation: F2500 − 07

Standard Practice for

Unmanned Aircraft System (UAS) Visual Range Flight 

Operations1

This standard is issued under the fixed designation F2500; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 This practice prescribes guidelines that govern the 

visual flight operation of unmanned aircraft systems in civil 

airspace in order to provide for the safe integration of unmanned aircraft flight operations with manned aircraft flight 

operations.

1.2 This practice applies to those operations conducted for 

civil purposes other than sport or recreation that remain within 

the visual range of the pilot in command (see Terminology 

F2395 for a definition of “visual range”).

1.3 This practice complies with the known rules, 

regulations, and public law available at the time of its publication. Should any conflict with a rule, regulation, or public 

law arise, the user must comply with rule and should notify 

ASTM of the conflict.

1.4 This practice only prescribes accepted methods for 

visual range flight operation of unmanned aircraft systems.

1.5 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2395 Terminology for Unmanned Aircraft Systems

2.2 Federal Regulations:3

14 CFR Part 43

14 CFR Part 71

14 CFR Part 73

14 CFR Part 91

1

This practice is under the jurisdiction of ASTM Committee F38 on Unmanned 

Aircraft Systems and is the direct responsibility of Subcommittee F38.02 on Flight 

Operations.

Current edition approved June 1, 2007. Published June 2007. DOI: 10.1520/ 

F2500-07.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3 Available from Federal Aviation Administration (FAA), 800 Independence 

Ave., SW, Washington, DC 20591, http://www.faa.gov.
14

14 CFR Part 93

14 CFR Part 99

AFS800HB, 8700.1, FSGA 94-12 Procedures Drug/Alcohol

Testing, Joint Flight Standards Information Bulletin for 

Air Transportation (FSAT), General Aviation (FSGA), 

and Airworthiness (FSAW), FSAT 94-18, FSGA 94-12, 

and FSAW 94-50, Procedures for Reporting of Alcohol 

or Drug Test Results and Refusals to Submit to Testing 

by Flight Crewmembers to CAMI, November 18, 1994

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

3.1.1 mile(s)—in this document, “mile” refers to nautical 

miles.

4. Summary of Practice

4.1 This practice prescribes additional methods for safe, 

visual range flight operations of unmanned aircraft systems, 

including flight procedures, aircraft system requirements, pilot 

license or certificate requirements, maintenance requirements, 

and special flight operations.

5. Significance and Use

5.1 Safe operation of the unmanned aircraft is of the 

primary importance to the unmanned aircraft industry and for 

successful integration of unmanned aircraft with manned 

aircraft in civil airspace. Operators and pilots-in-command of

unmanned aircraft systems shall comply with applicable Federal Aviation Regulations (14 CFR Part 43, 14 CFR Part 71, 

14 CFR Part 73, 14 CFR Part 91, 14 CFR Part 93, and 14 CFR 

Part 99). This standard includes the minimum additional 

methods that should be followed by unmanned aircraft system 

operators, including pilots-in-command, on every visual range 

flight to ensure the safe operation of the aircraft and safety of 

people and property in the air and on the ground. This visual 

range flight operation standard shall be used in conjunction 

with appropriate unmanned aircraft system airworthiness and 

pilot qualification standards.

6. General Methods

6.1 Applicability:

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 17:22:52 EDT 2015 1
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F2500 − 07

6.1.1 This standard prescribes methods governing the operation of unmanned aircraft systems operating within visual 

range of the pilot-in-command.

6.1.2 This standard is intended for visual range flight 

operations of unmanned aircraft systems for other than sport 

or recreation.

6.2 Pilot Qualifications:

6.2.1 The pilot in command of a UAS operating under this 

standard shall have an approved4license or certificate with the 

appropriate ratings and limitations for that UAS.

6.3 Responsibility and Authority of the Pilot in Command:

6.3.1 The pilot-in-command of an UAS is directly responsible for, and is the final authority as to, the safe operation of 

that aircraft.

6.3.2 In an in-flight emergency requiring immediate action, 

the pilot-in-command may deviate from any guideline of this 

standard, or applicable Civil Aviation Authority (CAA) 

regulations, to the extent required in order to meet the 

conditions of that emergency and shall, when applicable, 

advise the appropriate airspace controlling agency of his/her 

intentions or actions as soon as possible once the conditions of

the emergency are satisfied and further deviation is no longer 

necessary.

6.3.3 Each pilot-in-command that deviates from a regulation under 6.3.2 shall, upon request of the Administrator or 

representative, send a written report of the deviation to the 

Administrator.

6.3.4 Deviations under 6.3.2 shall always minimize the risk 

to people or property, even if the choice increases the risk to 

the UAS.5

6.4 UAS Airworthiness:

6.4.1 The pilot-in-command of the UAS is responsible for 

determining whether that aircraft and associated systems are 

in condition for safe flight. The pilot-in-command shall 

discon-tinue the flight when unairworthy conditions occur.

6.4.2 The operator will ensure the UAS conforms to an 

approved airworthiness standard, or an airworthiness 

certificate, and is appropriately registered for use.

6.5 Careless or Reckless Operation:

6.5.1 No person may operate an aircraft in a careless or 

reckless manner so as to endanger life or property of another.

6.6 Dropping Objects:

6.6.1 No pilot-in-command of a UAS may allow any object 

to be dropped from that aircraft in flight that creates a hazard 

to persons or property. However, this section does not prohibit 

the dropping of any object if reasonable precautions are taken 

to avoid injury or damage to persons or property. The pilot-incommand shall ensure the drop area remains clear throughout 

the operation.

6.6.2 The operator of a UAS must take all reasonable 

precautions to prevent the inadvertent release of the objects.

6.7 Alcohol and Drugs—No person may act or attempt to 

act as pilot-in-command of a UAS:

6.7.1 Within 8 h after the consumption of any alcoholic 

beverage,

6.7.2 While under the influence of alcohol,

6.7.3 While using any drug or medication that affects the 

person’s faculties in any way contrary to safety, or

6.7.4 While having 0.04 % by weight or more alcohol in 

the blood. (See AFS800HB, 8700.1, FSGA 94-12.)

7. Flight Guidelines

7.1 Preflight Action—Each pilot in command shall, before 

beginning a flight, become familiar with all available information concerning that flight. This information shall include (at a 

minimum):

7.1.1 Appropriate weather observations, reports, or 

forecasts, or a combination thereof, for the operating area and 

expected duration of the flight,

7.1.2 Proximity to airports and airspace defined in 7.7-7.12

of this standard,

7.1.3 Location of emergency landing areas,

7.1.4 Maintenance and inspection records,

7.1.5 Pilot Operating Handbooks,

7.1.6 All applicable notices to airmen (NOTAMs) as published by the CAA for the duration of the flight operations,

7.1.7 Conduct the UAS pre-flight inspection IAW the 

pilot’s operating handbook, and

7.1.8 Verify the absence of electromagnetic interference in 

the operating area in the planned frequency range.

7.2 Night Operation—Night operations require that:

7.2.1 The pilot-in-command of the UAS is rated for night 

operations, and

7.2.2 The UAS is configured and properly lighted for night 

operation.

7.3 Operating Near Other Aircraft—No UAS may operate

so close to another aircraft, manned or unmanned, so as to 

create a collision hazard. No UAS may operate in formation 

flight except by arrangement with the pilot-in-command of 

each aircraft in the formation.

7.4 Right-of-Way—The pilot-in-command shall follow the

right of way rules given in 14 CFR Part 91.113. When there is 

doubt, always maneuver to avoid a collision.

7.5 Minimum Safe Altitudes:

7.5.1 Except when necessary for takeoff and landing, UAS 

operations are to be conducted at altitudes that permit the 

pilot-in-command to conduct an emergency landing without 

undue hazard to persons or property.

7.5.2 When determining safe separation from obstacles 

during the operation, the pilot shall consider his vehicle size, 

weight, and speed when determining the safe distance from 

people and property that are not associated with the operation.

4

In this standard, “approved” means approved by the administrator CAA, his 

designated representative, or by an organization recognized by the CAA to do so.

5

For example, in the event of an engine failure, the UAS pilot may choose to 

perform the emergency landing in a rough field or trees rather than land on a highway 

with traffic present.
16

7.6 Maximum Altitudes—Visual range flight operations 

nor-mally remain within Class G airspace. Pilots shall not 

operate the aircraft at an altitude where they can no longer 

provide visual collision avoidance.

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 17:22:52 EDT 2015 2
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F2500 − 07

7.7 Operating On or In the Vicinity of an Airport in Class 

G Airspace:

7.7.1 Operations on an airport in Class G airspace are 

prohibited without approval of that airport’s authority/ 

management.

7.7.2 Operations within 3 miles from center of a public 

airport in Class G airspace are prohibited without notification 

and approval of that airport’s authority/management.

7.7.3 Operations within 1 mile from center of a charted, 

private airport in Class G airspace shall make a reasonable 

effort to notify the owner prior to the operation.

7.7.4 The operator shall publish a NOTAM or post a notice 

at the airfield concerning the operation.

7.8 Controlled Airspace—Operations, under this standard,

within Class A, B, C, D, and E airspace are prohibited without 

prior approval of the controlling authority.

7.9 Special Use Airspace:

7.9.1 Operations within prohibited areas, restricted areas, 

national security areas, and warning areas are prohibited 

without prior approval of the using or controlling authority as 

appropriate.

7.9.2 Operations within active military operating areas, 

military training routes, alert areas, or controlled firing areas 

are allowed, but the pilot should exercise extreme caution. 

When possible, schedule UAS operations to coincide with 

minimal levels of activity, or contact the controlling agency 

for traffic advisories.

7.10 Temporary Flight Restrictions—UAS operations shall

observe all temporary flight restrictions designated in CAA 

NOTAMs. Operations are prohibited without prior approval 

of the controlling authority.

7.11 Special Flight Rules Areas—Operations within airspace designated as special flight rules areas are prohibited 

without prior approval of the controlling authority.

7.12 Air Defense Identification Zones—Operations into,

within or out of air defense identification zones are prohibited 

without prior approval of the controlling authority.

7.13 Fuel/Energy Requirements—UAS operators shall not

plan to fly with less than 15 % of total endurance for either 

propulsion or control systems.

7.14 Visibility Minimums—Obstructions to visibility include

but are not limited to weather, buildings, and ground environment such as trees and hills. These variables can affect the 

operation in several unanticipated ways and precludes establishing a numerical requirement. This requires the pilot to 

evaluate each flight independently. Visual range flight operations require sufficient visibility for the pilot-in-command to 

maintain control of the UAS at all times, establish required 

minimum safe altitude of the UAS, maintain required clearance 

with all aircraft and obstacles, and remain clear of clouds.

7.15 Flight Logs—The operator shall maintain the flight logs 

for the UAS. These may include aircraft, control system, pilot, or 

operator logbooks, or a combination thereof. At a minimum, the 

operator shall record date, aircraft identification, total flight time, 

number of landings, flight description, inci-dents or mishaps, 

maintenance discrepancies, and pilot’s name.
18

See Appendix X1 for an example logbook format. The 

logbook may be in electronic format and must be available to 

inspect upon request of an inspector or representative of the 

governing body.

7.16 Pilot Operating Handbook—Operators under this 

stan-dard shall have, and reference, a Pilot Operating 

Handbook for the UAS system. Operators are responsible for 

the quality of materials and construction under this standard. 

Operators who construct more than 51 % of their UAS may 

provide their own Pilot Operating Handbook.

8. Equipment and Documentation Requirements

8.1 Equipment Requirements—The following equipment 

re-quirements are based on an operational necessity and may 

or may not be part of the UA or addressed in the UAS 

airworthi-ness documentation. They are included here for 

operational safety.

8.1.1 A UAS operating under this standard must have an 

instrument(s) which will provide the pilot in command with 

an indication(s) of remaining UAS endurance.

8.1.2 Operations above 400 ft above ground level (AGL) 

require an altitude measuring device and an automatic altitude 

hold function.

8.2 Documentation Required—Anyone operating a UAS

under this standard shall maintain documentation that the 

UAS meets approved airworthiness standards and that the 

pilot is appropriately trained and qualified.

9. Special Flight Operations

9.1 Training—UAS flight training performed under this

standard shall be conducted at an approved flying facility or 

over an appropriate, sparsely populated area.

9.2 Flight Test—UAS airworthiness flight testing, including

maintenance check flights, performed under this standard shall 

be conducted over sparsely populated areas.

10. Maintenance

10.1 Operation After Maintenance, Preventive 

Maintenance, Rebuilding or Alterations:

10.1.1 The operator will assure that work is performed by 

people authorized to do the work and documented in the 

appropriate logs.

10.1.2 Any action affecting airworthiness shall require a 

maintenance check flight prior to resuming for-hire operations.

10.2 Inspections—The operator must comply with the periodic inspection requirements listed in the appropriate maintenance manuals. The inspection may be conducted by the 

builder or a maintenance technician qualified on that type of 

UAS. The inspector shall use the inspection checklist 

approved in the UAS’ airworthiness records. An inspection 

log shall be maintained and kept with the UAS.

10.3 Maintenance Records—Maintenance records shall be

maintained and kept with the UAS. The records shall at least 

contain the name of the mechanic, the certificate or other 

authorization of the mechanic, the maintenance action or the 

discrepancy and corrective action, and the date of completion.

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F2500 − 07

The mechanic shall sign the log to indicate completion in 

accordance with the aircraft manuals.

10.4 Transfer of Records—Maintenance and inspection records must be transferred to any new operator of the UAS, if 

that UAS is to be used in for-hire applications. Flight log 

information must also be passed such that the new operator

knows the total flight time accrued and any incidents that 

might affect airworthiness. Any aircraft deemed un-repairable 

must have logs so noted before transfer or discarding.

11. Keywords

11.1 flight; operation; UAS; visual range

ANNEX

(Mandatory Information)

A1. SAMPLE OPERATIONS CHECKLISTS

A1.1 Flight Operation Checklists —Flight operations 

checklists are typically separated into six phases of flight 

checks which are Pre-Flight, Control Systems Check, Before 

Take Off, In-Flight Operations, Landing, and Post-Flight Operations. Any checklist will vary based on the complexity of 

the specific UAS. This sample is provided for guidance only.

A1.1.1 Pre-Flight:

A1.1.1.1 Before the first flight of the day, all transmitter, 

on-board aircraft, and camera batteries are fully charged. 

Review appropriate maintenance logs.

A1.1.1.2 Check all control surfaces, that is, rudder, elevator 

and ailerons for signs of damage, loose hinges, and overall 

condition.

A1.1.1.3 Check the control linkages are secure and the 

condition of the control horns and brackets.

A1.1.1.4 Check the wing to make sure it is in good 

structural condition and properly secured and aligned to the 

airframe.

(1) Check the motor/engine and mounting system to make

sure it is firmly attached to the airframe.

A1.1.1.5 Check the propeller for chips, cracks, looseness 

and any deformation.

A1.1.1.6 Check the landing gear for strut damage, secure 

attachment to the airframe, and the wheels are in good shape 

and rotate freely.

A1.1.1.7 Check that the servos are firmly attached to the 

airframe and all receiver connections are secure.

A1.1.1.8 Check all electrical connections making sure they 

are plugged in and secured to the airframe.

A1.1.1.9 Check that the payload equipment and mounting 

system are secure and operational.

A1.1.1.10 Perform an overall visual check of the aircraft 

prior to arming any power systems.

A1.1.1.11 Repair or replace any part found to be unairworthy in the pre-flight prior to take-off.

A1.1.2 Control Systems Check:

A1.1.2.1 Make every effort to assure that no one is using 

your radio’s frequency in the vicinity before turning on your 

transmitter.

A1.1.2.2 Make sure that all of your body parts, clothing,

other obstructions, and bystanders are well away from any 

propeller and its arc before turning power on to any systems.
20

Make sure the aircraft is secure and will not move if the motor 

was suddenly powered up.

A1.1.2.3 Outloud—“CLEAR PROP.”

A1.1.2.4 Turn on the transmitter. If it displays information 

such as aircraft memory and battery voltage, be sure these 

numbers are correct.

A1.1.2.5 Make sure that the throttle stick on the transmitter 

is in the power off position.

A1.1.2.6 Connect the battery or turn on the power switch to 

the aircraft, or both.

A1.1.2.7 Turn the transmitter off. If the control surfaces are 

moving about, someone else is on your frequency or there is 

another interference source close enough to abort the flight.

A1.1.2.8 Turn the transmitter back on if the control surfaces 

were normal.

A1.1.2.9 Check for proper operation of control surfaces. 

A1.1.2.10 Elevator stick back—elevator up, stick

forward—elevator down.

A1.1.2.11 Looking from behind the aircraft: Rudder stick 

left—rudder left, stick right—rudder right.

A1.1.2.12 Looking from behind the aircraft: Aileron stick 

left—left aileron up, right aileron down. Aileron stick right—

right aileron up and left aileron down.

A1.1.2.13 Make sure that all servos are steady and not 

chattering or making any other abnormal noise when in 

operation or idle.

A1.1.2.14 Check the motor/engine for proper operation. 

Firmly secure the aircraft and gradually increase the throttle to 

full power and back down to idle—checking for lack of thrust, 

vibration or other possible anomalies. Check that the motor 

stops completely when the throttle stick is at the power off 

position, and the prop brake (if activated) is working properly.

A1.1.2.15 Payload equipment power is on. Check to make 

sure the triggering device is working correctly.

A1.1.2.16 Follow the recommended procedures as outlined 

in your radio transmitter/receiver owners manual for the 

proper field range test.

A1.1.3 Before Take Off:

A1.1.3.1 Transmitter antenna is fully extended. 

A1.1.3.2 Transmitter trim settings in proper position. 

A1.1.3.3 Receiver antenna is fully extended.

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F2500 − 07

A1.1.3.4 Check that the take off area is clear of obstructions 

and people.

A1.1.3.5 Double check wind direction and review potential 

emergency landing areas.

A1.1.3.6 Set flight timer alarm. 

A1.1.3.7 Outloud—“TAKE OFF.” 

A1.1.3.8 Launch aircraft.

A1.1.4 In-Flight:

A1.1.4.1 Climb to a safe altitude and check control systems 

away from potential hazards. Reset trims if necessary.

A1.1.4.2 Keep aircraft at a safe operating distance from 

people and buildings.

A1.1.4.3 If aircraft must be flown over buildings or people, 

make every effort to minimize that time.

A1.1.4.4 Continually scan the flight and ground areas for 

potential hazards.

A1.1.5 Landing:

A1.1.5.1 Check the control systems and make sure the trims 

are set that if necessary, an emergency abort of the landing can 

be made.

A1.1.5.2 Scan landing area for potential obstruction hazards 

and recheck wind conditions.

A1.1.5.3 Outloud—“LANDING.”

A1.1.5.4 Always be prepared to go around.

A1.1.5.5 Carefully land the aircraft away from obstructions 

and people.

A1.1.6 Post-Flight:

A1.1.6.1 Turn the power off to the aircraft or disconnect the 

batteries, or both.

A1.1.6.2 Turn off the transmitter.

A1.1.6.3 Turn the power off to the payload equipment. 

A1.1.6.4 Visually check aircraft for signs of damage or

excessive wear, or both. A1.1.6.5 

Remove the batteries. A1.1.6.6 

Secure the aircraft.

APPENDIX

(Nonmandatory Information)

X1. SAMPLE FLIGHT AND MAINTENANCE LOGS

X1.1 Fig. X1.1 shows an example of a flight log. This 

particular log also requires the use of an aircraft Maintenance 

Log (see Fig. X1.2).

X1.2 Fig. X1.2 shows an example of a maintenance log. 

This particular log also requires the use of a Pilot’s Log (see 

Fig. X1.1).
22

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23

Start End Total Launch Landing Comments

Crew Member Date Aircraft Function Type (Location, other crew, weather, Time Time Time Quantity Quantity etc.)

6

F

2

5

0

0

0

−

7

Experience Summary Brought Fwd Hours Quantity This Page Total Experience

Type Hours Launch Landing This Page Launch Landing Hours Launch Landing

Autonomous (A) Autonomous (A)

Ground (G) Ground (G)

Launch System (L) Launch System (L)

Manual (M) Manual (M)

Simulator (S) Simulator (S)

UAV System Experience Logbook Chief Controller Signature

on page completion

FIG. X1.1 Sample Pilot Flight Log

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Date Aircraft Avionics Airframe Engine Archive Wing Mount xTE->CM zTE->CM

Descriptions Checklists

Aircraft Modifications since last flight: Checks Initials Date

Before Flight

Engine

Initials: Avionics

Flight Objectives: Mid Bay

Assembly

Met Ground Check

Runway

Initials: Start

Flight Notes: After Flight

Gndbase

Aircraft

7

P P P

Meteorological Ground Check

Reference Left Wing Right Wing

T T T

U U U

Initials: # # 7

0

Maintenance Comments: Oil Fuel Gross Flight

Start S S S

End E E E

Change C C C

Hours Avionics Airframe Engine

This flight

TTIS

TSO

Initials: Total Cycles

FIG. X1.2 Sample Maintenance Log

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F2500 − 07

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Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 17:22:52 EDT 2015 8
26

Designation: F2910 − 14

Standard Specification for

Design and Construction of a Small Unmanned Aircraft 

System (sUAS)1

This standard is issued under the fixed designation F2910; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 This specification defines the design, construction, and 

test requirements for a small unmanned aircraft system 

(sUAS).

1.2 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2908 Specification for Aircraft Flight Manual (AFM) for a

Small Unmanned Aircraft System (sUAS)

F2909 Practice for Maintenance and Continued Airworthiness of Small Unmanned Aircraft Systems (sUAS)

F2911 Practice for Production Acceptance of a Small Unmanned Aircraft System (sUAS)

F3002 Specification for Design of the Command and Con-trol 

System for Small Unmanned Aircraft Systems (sUAS)

F3003 Specification for Quality Assurance of a Small Unmanned Aircraft System (sUAS)

F3005 Specification for Batteries for Use in Small Unmanned Aircraft Systems (sUAS)

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

3.1.1 continued safe flight, n—a condition whereby a UA is 

capable of continued safe flight, possibly using emergency

procedures, without requiring exceptional pilot skill. Upon 

landing some UA damage may occur as a result of a failure 

condition.

1

This specification is under the jurisdiction of ASTM Committee F38 on 

Unmanned Aircraft Systems and is the direct responsibility of Subcommittee 

F38.01 on Airworthiness.

Current edition approved Jan. 15, 2014. Published January 2014. DOI: 10.1520/ 

F2910-14.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3.1.2 launch and recovery load, n—those loads experienced

during normal launch and recovery of the UA.

3.1.3 limit load, n—those loads experienced in the normal

operation and maintenance of the UA.

3.1.4 manufacturer, n—entity responsible for assembly and

integration of components and subsystems to create a safe 

operating sUAS.

3.1.5 permanent deformation, n—a condition whereby a 

UA structure is altered such that it does not return to the shape 

required for normal flight.

3.1.6 propulsion system, n—consists of one or more power

plants (for example, a combustion engine or an electric motor 

and, if used, a propeller or rotor) together with the associated 

installation of fuel system, control and electrical power supply 

(for example, batteries, electronic speed controls, fuel cells, or 

other energy supply).

3.1.7 small unmanned aircraft system, sUAS, n—composed

of the small unmanned aircraft (sUA) and all required onboard subsystems, payload, control station, other required offboard subsystems, any required launch and recovery 

equipment, and command and control (C2) links between the 

sUA and the control station. For purposes of this standard 

sUAS is synony-mous with a small Remotely Piloted Aircraft 

System (sRPAS) and sUA is synonymous with a small 

Remotely Piloted Aircraft (sRPA).

3.1.8 structural failure, n—a condition whereby the structure is not able to carry normal operating loads.

3.1.9 supplier, n—any entity engaged in the design and

production of components (other than a payload which is not 

required for safe operation of the sUAS) used on a sUAS.

3.1.9.1 Discussion—Where the supplier is not the 

manufacturer, the supplier can only ensure that the 

components comply with accepted consensus standards.

3.2 Shall versus Should versus May—Use of the word 

“shall” implies that a procedure or statement is mandatory and 

must be followed to comply with this standard, “should” 

implies recommended, and “may” implies optional at the 

discretion of the supplier, manufacturer, or operator. Since 

“shall” statements are requirements, they include sufficient 

detail needed to define compliance (for example, threshold

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
27

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F2910 − 14

values, test methods, oversight, reference to other standards). 

“Should” statements are provided as guidance towards the 

overall goal of improving safety, and could include only 

subjective statements. “Should” statements also represent parameters that could be used in safety evaluations, and could 

lead to development of future requirements. “May” statements 

are provided to clarify acceptability of a specific item or 

practice, and offer options for satisfying requirements.

4. Applicability

4.1 This standard is written for all sUAS that are permitted 

to operate over a defined area and in airspace authorized by a 

nation’s governing aviation authority (GAA). It is assumed 

that a visual observer(s) will provide for the sense-and-avoid 

requirement to prevent collisions with other aircraft and that 

the maximum range and altitude at which the sUAS can be 

flown at will be specified by the nation’s GAA. Unless 

otherwise specified by a nation’s GAA this standard applies 

only to UA that have a maximum takeoff gross weight of 55 

lb/25 kg or less.

5. Requirements

5.1 General:

5.1.1 The sUAS shall be designed and constructed to meet 

sUAS limitations and performance capabilities required by the 

nation’s GAA.

5.1.2 The sUA shall be designed and constructed so that 

the maximum level flight speed cannot exceed the maximum 

airspeed authorized by the nation’s GAA. In addition, the 

maximum level flight airspeed should not exceed an airspeed 

that would prevent the sUA from remaining within the 

confines of the defined operational area without excessive 

maneuvering or exceptional pilot skill.

5.1.3 The sUAS shall be designed using appropriate and 

reasonable engineering design and verification techniques. 

Test shall be conducted in accordance with section 5.11 to 

verify that the design requirements have been satisfied and the 

results of the tests recorded and available for future reference.

5.1.4 The sUAS shall be designed and constructed to 

initialize in a known, safe state when power is applied.

5.1.5 The sUA should be designed and constructed to 

minimize the likelihood of fire, explosion, or the release of 

hazardous chemicals, materials, and flammable liquids or 

gasses, or a combination thereof, in flight or in the event of a

crash, hard landing, or ground handling mishap. This includes, 

but is not limited to: containing the fire if the sUA crashes; 

protecting first responders from hazards at the crash site; use 

of flame resistant materials; suppression of in-flight fires; and 

protection against battery-induced fires.

5.1.6 During the design process, the manufacturer shall 

determine the permissible range of weight and positions of the 

center of gravity of the sUA. The sUA shall then be designed and 

constructed to ensure that the center of gravity remains within 

this permissible weight and range for all intended payloads, fuel, 

batteries, and other onboard items. If removing/ adding ballast is 

permitted, the sUAS aircraft flight manual shall include 

instructions with respect to loading, marking, and securing of 

removable ballast and ensuring the center of gravity remains 

within limits that can be controlled by the
29

control system and ensures adequate aerodynamic stability. 

The aircraft flight manual shall have a method to verify or 

calculate CG location.

5.1.7 During the design process, the manufacturer shall 

determine the maximum takeoff gross weight and minimum 

operational empty weight for the sUA.

5.1.8 The sUAS should be designed and constructed to 

minimize injury to persons or damage to property during 

operation.

5.1.8.1 Designs that use exposed, rigid sharp structural 

objects should be minimized. For those systems that might 

have components capable of causing injury due to misuse or 

mishandling, a warning/caution statement should be added to 

the aircraft flight manual alerting the crew to the risk.

5.1.8.2 The sUA shall be designed so that the sUA will 

remain controllable and predictable or capable of performing a 

safe recovery maneuver in the event of asymmetric 

deployment of any single, normal control surface as well as 

high-lift/drag devices (trailing edge flaps, leading edge flaps 

or slats, spoilers, flaperons, and the like).

5.1.9 The sUA shall be designed and constructed so that all 

fasteners will remain secure over the operational and environmental range of flight conditions.

5.1.10 The sUA should be designed and constructed so that 

it is possible to determine quickly that all doors, panels, and 

hatches that can be opened are secured before takeoff.

5.1.11 Construction—In addition to construction requirements specified above:

5.1.11.1 The sUAS should incorporate materials that have 

the strength, corrosion resistance, and durability 

characteristics appropriate to the application in the design.

5.1.11.2 Energy absorbing structure should be used wherever possible.

5.1.11.3 Material strength design properties should be based 

on analysis or testing, or both, determined by the 

manufacturer/ supplier that confirms these material strength 

design properties have been achieved. Documentation of this 

analysis or testing, or both, should be recorded and available 

at either the manufacturer’s or supplier’s location (as 

appropriate) for future reference.

5.2 Structure:

5.2.1 The sUA structure shall be designed and constructed

so that:

5.2.1.1 The structure will not fail at 1.5 times the limit 

loads. This shall be verified either through analysis or testing 

as determined by the manufacturer/supplier.

5.2.1.2 Binding, chafing, or jamming of controls do not 

occur at 1.5 times the limit load threshhold. This shall be 

verified by test.

5.2.1.3 The structure can withstand limit loads and launch 

and recovery loads without permanent deformation.

5.2.2 The sUA and systems required for continued safe flight 

shall be designed and constructed to be capable of supporting 

flight loads predicted by analysis or flight test to be encountered 

throughout the proposed flight envelope to include atmospheric 

gusts or evasive maneuvering loads, or both.

5.2.3 The sUA and systems required for continued safe 

flight shall be designed and constructed to withstand normal

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F2910 − 14

landing impact loads without damage that would affect safety 

of flight of subsequent flights unless it can be maintained, 

repaired, and inspected as per procedures that will ensure 

continued safe operation.

5.2.4 The manufacturer shall develop and provide instructions to ensure any damage caused by shipping or handling 

are identified prior to flight. These instructions should 

normally be part of the pre-flight inspection procedures in the 

aircraft flight manual but may be included in other 

instructions as deemed necessary by the manufacturer.

5.3 Propulsion:

5.3.1 The propulsion system (including batteries for electric 

power plants) shall be designed and constructed to:

5.3.1.1 Operate throughout the flight envelope,

5.3.1.2 Conform to the installation instructions provided by 

the propulsion system supplier, and

5.3.1.3 Have a positive means to cut off ignition or fuel 

flow both in-flight and on the ground.

5.3.2 Propulsion system controls and displays at the control 

station shall be designed and constructed to be adequate to 

control the propulsion system safely under all operating 

conditions as determined by the manufacturer or the engine 

supplier, or both. Examples include:

5.3.2.1 Ability to be able to observe whether engine is on 

or off (corroborated by multiple sensors).

5.3.2.2 Ability to command the engine off quickly.

5.3.2.3 Ability to have a multi-step safeguard in turning the 

engine on or off.

5.3.2.4 Vital engine instruments as determined by the manufacturer or engine supplier/manufacturer, or both, as necessary to 

properly control the engine such as: fuel flow and pressure, RPM, 

manifold pressure, carburetor icing detector, exhaust temperature, 

and cylinder head temperature for combustion engines and 

current, temperature, etc for electric propulsion (or other 

parameters applicable to the propulsion system design).

NOTE 1—May not be applicable for rotorcraft or manually controlled 

sUAS using simple model aircraft radio control equipment.

5.3.3 Propellers:

5.3.3.1 All propellers should be non-metallic.

5.3.3.2 Propellers (both fixed and variable pitch) should be 

designed to have adequate structural strength.

5.3.3.3 Provisions shall be made to ensure that the propulsion system shaft and propeller rotational speed do not exceed 

the value specified by the supplier.

5.3.4 The propulsion system should be designed to minimize failure for reasons other than insufficient fuel or 

electrical power and to support normal operations throughout 

the antici-pated lifecycle of the system or until reaching the 

manufacturer/supplier-determined inspection or replacement 

interval.

5.3.5 Fuel and Oil Systems—For sUA using a combustion

propulsion system:

5.3.5.1 The fuel and oil systems shall be designed and 

constructed to be capable of supplying fuel and oil to the power 

plant throughout the entire flight envelope at the required rate and 

pressure specified by the propulsion system supplier;
31

5.3.5.2 The fuel and oil systems shall be designed so that 

there is a means of determining the amount of fuel and oil on 

board when the UA is on the ground, whether via internal 

sUA systems or external means;

5.3.5.3 Piping, fittings, valves, O-rings, and gaskets used 

shall be resistant to deterioration caused by fuel, oil, and 

lubricating grease;

5.3.5.4 Each fuel system and oil system shall be designed 

to be able to withstand 1.5 limit loads; and

5.3.5.5 Each fuel system (excluding bladder type systems) 

shall be designed so that it is vented to the atmosphere and 

can be drained when the aircraft is on the ground.

5.3.6 Cooling—Not all sUA require a cooling system. 

However, if one is necessary the following requirements apply:

5.3.6.1 The cooling system shall be designed and constructed to ensure adequate cooling of the power plant at the 

highest ambient temperatures expected during maximum 

climb rate and cruise operations of the sUA.

5.3.6.2 The cooling system should be designed and constructed so that any air induction system filters can be 

inspected, serviced, or replaced, or a combination thereof, as 

part of routine maintenance as specified by the manufacturer.

5.3.6.3 Where necessary to maintain a safe operating 

temperature, naturally aspirated cooling shall be supplemented 

by an appropriate cooling method.

5.3.7 The exhaust system shall be designed and constructed 

to ensure that hot exhaust gases do not impinge directly on 

nearby unprotected surfaces.

5.3.8 For combustion engine power plants, the system shall 

include:

5.3.8.1 An ignition switch incorporated into the controls 

available at the control station, and

5.3.8.2 A means of interrupting engine ignition on the 

aircraft to permit external operation to shut down the engine 

when the aircraft is on the ground.

5.3.9 For aircraft using electric power plants, the system 

shall include:

5.3.9.1 A master switch or other means (for example, 

removing battery) mounted on the aircraft to permit external 

operation to shut down the power plant when the aircraft is on 

the ground and

5.3.9.2 A means to permit the operator to determine the 

capacity remaining in the batteries.

5.3.10 Batteries—Refer to Specification F3005 for design 

requirements.

5.4 Command and Control (C2) Link—Refer to Specification F3002 for design requirements.

5.5 Data Link—Reserved.

5.6 Systems and Equipment:

5.6.1 All system components shall be designed and constructed to:

5.6.1.1 Be appropriate to their intended function and

5.6.1.2 Function properly when installed.

5.6.2 The sUAS design may include an air data system 

based upon a pitot-static system installed on the aircraft. If a 

pitot-static system is installed it should be calibrated at an 

interval defined by the manufacturer.

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F2910 − 14

NOTE 2—May not be applicable for rotorcraft or manually controlled (1) Securely locked down before landing and

sUAS using simple model aircraft radio control equipment. (2) Stowed securely in the correct position for flight when

5.6.3 Flight, Navigation, and Power Plant Displays—The landing gear is selected up.

sUAS should be capable of down linking data concerning 5.7 Payloads—All payloads shall be designed and conflight, power plant, and navigation parameters as identified in structed so that the safe operation of the sUAS is not prevented

5.6.4.

by electronic emissions, weight/location, or other characterisNOTE 3—May not be applicable for manually controlled sUAS using tics of the payload. This is the responsibility of the manufacsimple model aircraft radio control equipment. turer if the payload is provided as part of the delivered system.

5.6.4 The control station shall provide the pilot with all If the manufacturer allows additional supplier provided payinformation required for accurate control of the sUAS. Refer to loads to be installed in the field by the operator then the

Specification F3002 for design requirements. manufacturer shall provide guidance to the operator as to how

NOTE 4—May not be applicable for manually controlled sUAS using

to verify that this requirement has been met.

simple model aircraft radio control equipment. 5.8 Control Station—Refer to Specification F3002 for de5.6.5 Equipment, Systems, and Installation—Each item of sign requirements.

equipment, each system, and each installation shall be designed 5.9 Launch and Recovery System—Any required launch and

and constructed so that when performing its intended function, recovery system shall be designed, constructed, and tested in

it does not adversely affect the response, operation, or accuracy accordance with an appropriate consensus standard.

(as specified by the manufacturer) of any equipment required 5.10 System Level: for the safe operation of the sUAS. 5.10.1 Stalls (aerodynamic departure from controlled 5.6.6 The system should be designed and constructed so that flight): the aircraft remains controllable or automatically initiates a

predictable and safe maneuver in the event of the failure of any NOTE 6—Not applicable for rotorcraft or sUAS manually controlled

flight critical component or system. using simple model aircraft radio control equipment.

5.6.7 Automatic Pilot—Any automatic pilot shall be de- 5.10.1.1 For sUA that are not equipped with automatic stall

signed and constructed so that it is possible for the operator to protection, a means shall be provided to warn the pilot when

assume manual control of the trajectory of the aircraft at any the aircraft is approaching the stall. The warning shall be

time during the flight or ground handling. available to the pilot and be an audible or distinctive tone or a

NOTE 5—This is not to be interpreted as mandating that the pilot shall flashing visual indicator, or a combination thereof, and shall be

be able to engage true stick to surface control at any time. initiated when the aircraft is no less than 10 % above the stall

5.6.8 Electrical System: speed/angle of attack.

5.10.1.2 The manufacturer shall design the sUAS so that 5.6.8.1 An electrical load analysis shall be performed to recovery from any departure from safe flight can be accomensure that electrical bus loads and capacity are adequate to plished with a single specific action that positively returns the power all aircraft systems and installed payloads. aircraft to controlled flight. 5.6.8.2 The electrical system shall be designed and con5.10.2 If the sUAS is equipped with an automatic departure structed so that:

prevention capability, that subsystem shall be shown to have (1) There is a means to enable the operator to determine the

appropriate reliability even to the extent of having battery correct operation of the electrical system, including correct

power independent of the primary power system or to the operation of any generator;

extent of protecting the power to the departure-prevention (2) Circuit protective devices are incorporated where necsubsystem such that failures in other subsystems do not cut essary to ensure that wiring is not overloaded;

power to the departure-prevention subsystem. The minimum (3) Electrical wiring and cables have adequate capacity;

selectable speed on the control station shall be limited to an (4) Loosening of connections over the range of vibrations

airspeed equivalent to 1.1 times the stall speed in level flight at expected is prevented; and

maximum gross take off weight. (5) If there is provision for applying external electrical

5.10.3 Performance with One Power Plant Inoperative: power to the aircraft when on the ground, connection points are

adequately labeled with respect to current and voltage and 5.10.3.1 For sUA with more than one power plant, the sUA

polarity limitations. shall be designed and constructed so that in the event of power

5.6.9 Anti-Collision Lights—Anti-collision lights shall be plant failure:

(1) The aircraft remains controllable when one power plant installed and functional for night operations.

fails if flight cannot be sustained with the remaining power 5.6.10 Landing Gear:

plant(s), and 5.6.10.1 For sUA that use conventional landing, the landing

(2) The descent flight path can be controlled from the gear shall be designed and constructed to accommodate normal

control station, or landing impact loads without damage to the structure.

(3) The system defaults to a safe automated recovery 5.6.10.2 If the landing gear is retractable and its status

procedure. cannot be confirmed visually, there shall be an indicator or

display at the control station to advise the operator that the NOTE 7—A power shutdown command to the remaining power plant(s)
33

landing gear is: is an acceptable automated recovery procedure.

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F2910 − 14

5.10.3.2 For single power plant aircraft, the system shall be 

designed and constructed so that in the event of power plant 

failure:

(1) The descent flight path can be controlled from the 

control station or

(2) The system defaults to a safe automated recovery 

procedure.

5.10.4 Stability—Except for rotorcraft and those sUA that

depend upon a stability augmentation system, the aircraft shall 

be designed to be longitudinally, directionally, and laterally 

positively statically stable for all weight and CG positions in 

the operational flight envelope.

5.10.5 Departure from controlled flight (stall, spin, uncommanded control inputs, etc) shall be known to the operator at 

all times during flight.

5.11 Test:

5.11.1 Tests shall be conducted to verify that appropriate 

sUAS design and construction requirements above have been 

satisfied.

5.11.2 Operating Limitations—During the test program the

manufacturer shall determine and document in the aircraft 

flight manual appropriate operating limitations and other 

infor-mation necessary for safe operation of the system. This 

shall include any wind limitations as well as features of the 

control station and the C2 link functions of the system.

5.11.3 The manufacturer shall verify the proper completion 

of each ready-to -sUAS by conducting a final system test in 

accordance with the requirements below. The following 

ground check and flight test procedures shall be conducted 

and documented for each ready-to-fly sUAS.

5.11.3.1 Ground check—Before flight-testing, the manufacturer shall conduct a thorough ground inspection of each 

sUAS produced to verify at least the following:

5.11.3.2 Weight and balance—Empty weight and proper

center of gravity location has been calculated or measured and 

verified to be within limits, or can be verified based on quality 

control procedures where aircraft of like type design and 

configuration are being manufactured.

5.11.3.3 Systems check—The proper function of all 

switches and circuits, instrumentation, brakes, and any other 

appropriate systems shall be verified.

5.11.3.4 Flight controls check—All flight controls shall be

checked for smooth and proper function and proper maximum 

deflections. The safe operating range of C2 link(s) shall be 

verified in accordance with Specification F3002.

5.11.3.5 Propulsion system check—Propulsion system

checks and procedures shall be performed, as applicable to the 

design, to verify:

(1) Proper propulsion system installation, (for example, 

spark ignition, turbine, electric);

(2) Proper servicing of any propulsion system fluids;

(3) No apparent fuel, oil, or coolant leaks;

(4) Propeller installation and pitch adjustment;

(5) Performance of a propulsion system “run-in” with 

adjustments;

(6) Tachometer indicates propulsion system idle revolutions per minute and maximum static revolutions per minute 

are within supplier/manufacturer published limits;
35

(7) Proper function of propulsion system instrumentation 

or speed control, or both;

(8) Proper function of ignition system(s); and

(9) Proper function of all battery system(s).

5.11.3.6 Placards Check—The sUAS shall be checked to

verify that all placards and switch markings are in place, as 

applicable.

5.11.3.7 Preflight Inspection—The following shall be verified:

(1) All required documentation shall be available at the

control station.

(2) All visible surfaces are free of deformation, distortion,

or other evidence of failure or damage.

(3) Inspection of all visible fittings and connections for

defective or unsecure attachment.

(4) Complete walk-around/pre-flight inspection in accordance with the aircraft flight manual.

(5) All doors and panels are closed and locked.

5.11.3.8 Taxi Test—After completion of the ground check, 

a taxi test, if appropriate, shall be conducted to verify as 

applicable:

(1) Brake function,

(2) Landing gear tracking and steering, and

(3) Proper compass readings, to be verified by a reference,

and corrected.

5.11.3.9 Flight Test—Safe flight operation of each completed sUAS shall be verified, as applicable, to include 

acceptable handling and control characteristics, stall 

characteristics, propulsion system operation, airspeed 

indications, and overall suitability for normal flight in accordance with the aircraft flight manual. The flight test procedure, 

at a minimum, shall include recorded verification of the 

following:

(1) Takeoff runway wind, outside air temperature, and

pressure altitude;

(2) Demonstration of safe takeoff for the operating conditions specified for the sUAS;

(3) Demonstration of safe climb out;

(4) Appropriate response to flight controls in all configurations;

(5) Demonstration of safe recovery from stall, including

verification of appropriate stall warning and stall recovery 

characteristics.

NOTE 8—Not applicable for rotorcraft or sUAS manually controlled 

using simple model aircraft radio control equipment.

(6) Demonstration that there are not any unexpected or 

abnormal performance or handling characteristics; and

(7) Proper propulsion system operating temperatures.

5.12 Quality Assurance—Requirements in Specification

F3003 shall be adhered to for sUAS that are designed and

constructed per this standard.

5.13 Documentation:

5.13.1 Design:

5.13.1.1 The manufacturer shall retain documentation of

appropriate engineering design data and verification results 

including data showing compliance with this standard.

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F2910 − 14

5.13.1.2 All design documentation may be developed in the 

manufacturer’s format or using best available documentation 

practices (for example, engineering notebook format).

5.13.1.3 For multiple systems that are designed and constructed per this standard, the manufacturer should comply with 

documentation requirements contained in Practice F2911.

5.13.1.4 sUAS Manual(s):

(1) An aircraft flight manual shall be developed in accordance with Specification F2908.

(2) If not included in the aircraft flight manual, a maintenance manual shall be developed in accordance with Practice 

F2909 as required to assure continued airworthiness.

(3) Other maintenance manuals—Other maintenance

manuals may be prepared if desired or required by the 

manufacturer or the nation’s governing aviation authority or 

both. If such documents are required or desired they may be 

prepared in manufacturer’s normal accepted format.

5.13.2 Construction—The supplier/manufacturer shall retain appropriate drawings and schematics used to build the 

sUAS and shall retain the results of appropriate acceptance 

testing until the sUAS is no longer in production or until 

support is no longer being provided.

5.13.3 Test—The manufacturer shall retain documentation

of appropriate verification results including data showing 

compliance with this standard and shall retain the results of 

appropriate acceptance testing until the sUAS is no longer in 

production or until support is no longer being provided.

5.13.4 Quality Assurance—Adhere to documentation requirements in Specification F3003.

6. Keywords

6.1 small unmanned aircraft; sUA; small unmanned aircraft 

system; sUAS

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Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:36:59 EDT 2015 6
37

Designation: F2911 − 14 ́1

Standard Practice for

Production Acceptance of Small Unmanned Aircraft System 

(sUAS)1

This standard is issued under the fixed designation F2911; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

ε

1

NOTE—Corrected title editorially in March 2014.

1. Scope

1.1 This standard defines the production acceptance 

require-ments for a small unmanned aircraft system (sUAS).

1.2 This standard is applicable to sUAS that comply with 

design, construction, and test requirements identified in Specification F2910. No sUAS may enter production until such 

compliance is demonstrated.

1.3 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2585 Specification for Design and Performance of

Pneumatic-Hydraulic Unmanned Aircraft System (UAS)

Launch System

F2908 Specification for Aircraft Flight Manual (AFM) for a

Small Unmanned Aircraft System (sUAS)

F2909 Practice for Maintenance and Continued Airworthiness of Small Unmanned Aircraft Systems (sUAS)

F2910 Specification for Design, Construction, and Test of a

Small Unmanned Aircraft System (sUAS)

F3003 Specification for Quality Assurance of a Small Unmanned Aircraft System (sUAS)

F3005 Specification for Batteries for Use in Small Unmanned Aircraft Systems (sUAS)

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

1

This test method is under the jurisdiction of ASTM Committee F38 on 

Unmanned Aircraft Systems and is the direct responsibility of Subcommittee 

F38.01 on Airworthiness.

Current edition approved Jan. 15, 2014. Published January 2014. DOI: 10.1520/ 

F2911-14E01.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3.1.1 manufacturer, n—entity responsible for assembly and

integration of components and subsystems to create a safe 

operating sUAS. The builder of kit built systems provided by a 

manufacturer must conform to the manufacturer’s assembly 

and test instructions without deviation in order for that kitbuilt system to meet this standard.

3.1.2 propulsion system, n—consists of one or more power

plants (for example, a combustion engine or an electric motor 

and, if used, a propeller or rotor) together with the associated 

installation of fuel system, control and electrical power supply 

(for example, batteries, electronic speed controls, fuel cells, or 

other energy supply).

3.1.3 small unmanned aircraft system, sUAS, n—composed

of the small unmanned aircraft (sUA) and all required onboard subsystems, payload, control station, other required offboard subsystems, any required launch and recovery 

equipment, and command and control (C2) links between the 

UA and the control station. For purposes of this standard 

sUAS is synony-mous with a small Remotely Piloted Aircraft 

System (sRPAS) and sUA is synonymous with a small

Remotely Piloted Aircraft (sRPA).

3.1.4 supplier, n—any entity engaged in the design and

production of components (other than a payload which is not 

required for safe operation of the sUAS) used on a sUAS.

3.1.4.1 Discussion—Where the supplier is not the 

manufacturer, the supplier can only ensure that the 

components comply with accepted consensus standards.

3.2 Shall versus Should versus May—Use of the word 

“shall” implies that a procedure or statement is mandatory and 

must be followed to comply with this standard, “should” 

implies recommended, and “may” implies optional at the 

discretion of the supplier, manufacturer, or operator. Since 

“shall” statements are requirements, they include sufficient 

detail needed to define compliance (for example, threshold 

values, test methods, oversight, reference to other standards). 

“Should” statements are provided as guidance towards the 

overall goal of improving safety, and could include only 

subjective statements. “Should” statements also represent parameters that could be used in safety evaluations, and could 

lead to development of future requirements. “May” statements
38

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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39

F2911 − 14 ́1

are provided to clarify acceptability of a specific item or 

practice, and offer options for satisfying requirements.

4. Applicability

4.1 This standard is written for all sUAS that are permitted 

to operate over a defined area and in airspace defined by a 

nation’s governing aviation authority (GAA). It is assumed 

that a visual observer(s) will provide for the sense-and-avoid 

requirement to prevent collisions with other aircraft and that 

the maximum range and altitude at which a sUAS can be 

flown will be specified by the nation’s GAA. Unless 

otherwise specified by a nation’s GAA this standard applies 

only to UA that have a maximum take off gross weight of 55 

lb/25 kg or less.

5. Requirements

5.1 Production:

5.1.1 General:

5.1.1.1 The manufacturer is responsible for a product that 

complies with accepted consensus standards at the time of 

delivery and is demonstrated as fit and safe for flight. For 

sUAS assembled from components provided by a supplier, the 

supplier shall provide detailed instructions to the manufacturer 

concerning the assembly and test of those components. The 

components supplied by a supplier shall include a declaration 

that the components have been designed and manufactured in 

accordance with an accepted consensus standard and that the 

components, when assembled, tested, and maintained in 

accor-dance with the supplier’s instructions, meet the safety 

stan-dards implied by the applicable consensus standards. If 

re-quired by a nation’s GAA, the manufacturer/supplier shall 

also comply with any requirements for compliance with any 

appli-cable technical standard orders for specific components 

or systems, or both.

5.1.1.2 The manufacturer is responsible for ensuring that the 

sUAS has been assembled in accordance with the component 

supplier’s instructions and complies with Specification F2910.

5.1.1.3 Compliance with Quality Assurance Standard—

Quality assurance shall be exercised across production in 

accordance with Specification F3003.

5.1.2 Structure—sUAS airframe structures shall meet the 

requirements specified in Specification F2910. sUAS 

structures using materials that have no applicable certified 

material characteristics shall be demonstrated to be suitable 

for the mission involved.

5.1.2.1 Material procurement—Components used shall be

consistent and uncontrolled variation or substitution shall be 

avoided.

5.1.2.2 Assembly practices—Consistent, accepted practices

and assembly using materials such as epoxy, CA cements, 

shall be applied in accordance with product supplier’s data 

sheets for safety and acceptable results.

5.1.2.3 Tooling—Molds, tooling, and jigs shall be used that

produce an airframe which conforms to the engineering 

design in terms of part fit, assembly tolerances, defect size, 

and other requirements documented in the design.

5.1.2.4 Fastening and joining—Mechanical components

such as fittings, pushrods, rotor structures and fittings shall be 

properly secured using safety wire, thread locking adhesives,
40

crimping, welding or other effective means of restraining 

mechanical components.

5.1.2.5 Lubrication—Where lubrication of fittings is used, 

the manufacturer shall ensure that the lubricant used is appropriate to the application, thermal range and predicted load.

5.1.3 Propulsion:

5.1.3.1 Motor/engine mounting—Consistent, accepted practices and assembly using materials such as epoxy, CA 

cements, and the like shall be applied in accordance with 

product supplier’s data sheets for safety and acceptable 

results.

5.1.3.2 Security—Motor/engine/propeller mounting shall be

verified to meet manufacturer/supplier specified torque levels 

and security.

5.1.3.3 Dynamic balancing—Prior to installation, 

propellers or rotors or rotor blades shall be statically and 

dynamically balanced per design specification.

5.1.3.4 Propulsion batteries—For electric propulsion

systems, provisions in Specification F3005 shall apply.

5.1.4 Systems—Systems that can be shown not to be impacted by, or to impact on, other subsystems may be demonstrated independent of all-up functional verification of 

systems. For example, a launch sub system that has no 

interface with the flight control system may be demonstrated 

to meet functional-ity with an airframe or a dummy airframe.

5.1.5 Payload:

5.1.5.1 Physical—Payload(s) shall be mounted in the manner specified by the sUAS design or manufacturer’s instructions (or both) with attention given to proper shock and 

vibration attenuations. Current draw from primary power 

systems (batteries, generators, and so forth) shall be verified 

during production and functionality of circuit protection and 

fusing shall also be verified. If the manufacturer allows 

payloads to be installed post-production, then specific requirements for the design installation, and test of these type 

payloads shall be specified in the aircraft flight manual 

developed in accordance with Specification F2908 or the 

maintenance and continued airworthiness documentation developed in accordance with Practice F2909. Maximum safe 

gross weight of the system shall be determined and payload 

weight shall not result in a gross weight that exceeds 

maximum determined safe gross weight.

5.1.5.2 Effect on CG location—Payloads shall be located as

specified by the sUAS designer and center of gravity for each 

aircraft shall be verified with payload installed. This shall 

include center of gravity changes due to fuel consumption or 

in-flight offloaded payloads, or both.

5.1.5.3 Accountability for system design changes—No change 

in physical location of components may be made without 

engineering definition of the impact of such change on flight 

performance or electronic or electrical compatibility of command 

and control systems that are impacted by such change. Where a 

change in systems performance is predicted for such physical 

change, the change shall be validated to ascertain that system 

functionality will remain within specifi-cation limits. When such 

changes are made to accommodate issues such as unavailability 

of parts or material, those changes shall be documented in an 

engineering change order (ECO)

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.
41

F2911 − 14 ́1

using manufacturer’s normally accepted format and 

processing/storage procedures.

5.1.6 Ground Support Equipment:

5.1.6.1 Control station—The control station may be as simple 

as a commercial off the shelf transmitter or as complex as a 

mobile shelter complete with control displays, C2 link receivers, 

warning devices, recording equipment, battery charging, 

independent electrical power and so forth. Whatever the 

production system, it shall be demonstrated as part of production 

acceptance to comply with the specifications of the system design 

and integration and supplier’s specifications for the equipment 

used. The requirement is to ensure a consistent, known 

configuration that does not introduce errors in operation of the 

sUAS that can lead to degradation of the system or sUAS flight 

safety. Production verification shall include verification of the 

product for each control station produced to ensure that the sUAS 

will be controlled as required to comply with sUAS operational 

standards consistently.

5.1.6.2 Launch and recovery systems (if required)—The

launch and recovery system may be as simple as hand launch or 

as complex as a bungee, pneumatic or hydraulic launcher. 

Whatever the production system, it shall be demonstrated to 

comply with the specifications of the system design and 

integration and suppliers specifications for the equipment used. 

The requirement is to ensure a consistent, known configuration 

that does not introduce errors in operation of the sUAS that can 

lead to system degradation, crew safety or sUAS flight safety. 

Production verification shall include verification of the product 

for each launch and recovery system produced to ensure that the 

sUAS will be launched safely within the launch envelope 

specified by manufacturer If applicable the launch system shall 

meet the requirements of F2585.

5.1.7 System Level:

5.1.7.1 Configuration management plan—The sUAS 

manu-facturer shall develop a configuration management plan 

to ensure that a standard configuration for each sUAS is established and maintained and to provide objective evidence of 

production conformance to specifications and continued effectiveness of the quality management system.

5.1.7.2 Product specification—The sUAS characteristics

shall be documented in a product specification in the manufacturer’s normal accepted format. In this specification, the 

sUAS standard configuration shall be defined to provide a 

basis for product verification testing.

5.1.7.3 Product verification plan—A product verification

plan shall be developed to ensure the following activities are 

included in the formal verification testing of the sUAS 

required in 5.1.7.4.

(1) Engineering design—The production of the sUAS shall be 

based on the standard configuration report and released 

engineering data (that is, drawings, processes, specifications, and 

so forth) in the manufacturer’s normal accepted format that are 

specifically associated with that configuration. Design 

modifications required to meet production contingencies shall be 

documented in an ECO for that change and the change shall be 

identified by serial number block.
42

(2) Assembly instructions—Appropriate assembly instructions in the manufacturer’s normal accepted format shall be 

used to assure the uniformity and repeatability of production 

processes.

(3) Tooling—Tooling appropriate to the sUAS design shall

be used to assure control of critical dimensions and the 

repeatability of production from unit to unit.

(4) Material inspection—Manufacturers shall ensure that

suppliers of material items (raw material, components, and 

assemblies) are in compliance with consensus standards for 

those material items. Incoming materials and equipment to be 

installed in the sUAS shall be inspected for proper configuration and quality of workmanship before their use. Inspections 

may be performed at the supplier’s location or the manufacturer’s location or both.

(5) In-process inspection—When appropriate, subassemblies of the sUAS shall be inspected (for proper configuration 

and quality of workmanship) before installation into the next 

higher assembly. Production plans shall delineate product 

flow with appropriate in-process inspection points identified.

5.1.7.4 Design validation—A formal validation of the sUAS 

component or system design shall be performed by the sUAS 

supplier or manufacturer in accordance with requirements in 

Specification F2910.

5.2 System Level Production Acceptance:

5.2.1 Production In-Process Tests—Major subassemblies of 

each sUAS shall be tested (as appropriate) to verify proper 

operation before their installation into the next higher assembly. These subassemblies can include, but are not necessarily 

limited to, the following:

5.2.1.1 Structure—Structures validated during engineering

development and prototyping need be revalidated only if 

design changes or material and process changes are introduced 

that have not been validated during development and flight 

test of the design. In those instances, the segment of test for 

the structure that is affected by the design or material change 

shall be revalidated using the same procedure used during 

develop-ment.

5.2.1.2 Propulsion—The manufacturer shall subject a statistical sample of each serial block or model line of propulsion 

components to performance testing that validates that the 

propulsion system meets the supplier’s stated performance.

5.2.1.3 C2 links—A production plan shall be generated and

enforced by the manufacturer that ensures that all links 

involved are determined by production acceptance to meet the 

manufacturer’s specification and the design requirements for 

the specific mission involved.

5.2.1.4 Data link—When a downlink is used to transmit

information that is not necessary for command and control, 

that the link shall be tested to prove that it does not degrade 

primary flight control.

5.2.1.5 Payload—When a payload is used to generate the

information or action needed for commercial function, any 

electric, thermal, or active payload shall be tested in the 

simulated operational environment to prove that the payload 

does not degrade primary flight control.

5.2.2 Production Final Acceptance Test:

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43

F2911 − 14 ́1

5.2.2.1 The manufacturer shall test at least the first article 

sUAS in accordance with Specification F2910 to confirm that 

the design requirements and design operational capabilities 

are achieved in the final production systems. In this process, 

each design requirement shall be verified and the verification 

documented in the manufacturer’s normal accepted format. 

This product verification shall be repeated for any major 

modification to the sUAS. If allowed or required by the 

nation’s GAA, these product verification tests can also be 

performed by an independent entity.

5.2.2.2 All major components (air vehicle, control stations, 

launch and recovery equipment [if applicable], and the like) of 

the sUAS shall be tested by the manufacturer to ensure proper 

operation before shipment and operational use. Where major 

components are tested separately procedures shall be developed and implemented to ensure compatibility and proper 

function after shipment but before operational use. Testing of 

every production unit for range is not necessary since this is 

verified in the design, construct, and test phase.

5.3 Quality Assurance—Quality assurance shall be exercised across production in accordance with Specification 

F3003.

5.4 Documentation:

5.4.1 General:

5.4.1.1 Configuration management plan—A configuration

management plan for use during production shall be prepared 

in the manufacturer’s normal accepted format. The purpose of 

this plan is to ensure that consistency of the configuration of 

the sUAS in production is maintained.

5.4.1.2 Aircraft flight manual—An aircraft flight manual

shall be prepared for each type sUAS. This document shall be 

prepared in accordance with Specification F2908.

5.4.1.3 Maintenance and continued airworthiness 

documentation—If not included in the aircraft flight manual,

documentation that addresses maintenance and continued airworthiness shall be prepared in accordance with Practice 

F2909.

5.4.1.4 Other maintenance manuals—Other manuals may

be prepared if desired or required by the manufacturer or 

nation’s GAA or both. If such documents are required or 

desired they may be prepared in the manufacturer’s normal 

accepted format.

5.4.2 Production:

5.4.2.1 Standard configuration report—A standard configuration report shall be prepared in the manufacturer’s normal 

accepted format for each sUAS in accordance with section

5.1.7.1.

5.4.2.2 Product specification—A product specification shall

be prepared in the manufacturer’s normal accepted format in 

accordance with 5.1.7.2.

5.4.2.3 Product verification plan—A product verification

plan shall be prepared in the manufacturer’s normal accepted 

format for each sUAS in accordance with 5.1.7.3.

5.4.2.4 Product verification report—A product verification

report that shows the results of product verification shall be 

prepared in the manufacturer’s normal accepted format for 

each sUAS.

5.4.2.5 As-built logs—An “as-built log” shall be prepared in

the manufacturer’s normal accepted format for each delivered 

sUAS. In the log, the part number, name and serial number of 

each system configuration item shall be recorded. These 

records shall be retained by the supplier or manufacturer as 

long as the sUAS is in operational service. When a block of 

serial numbered sUAS are produced to the same specifications 

against the four documents listed immediately above, one asbuilt log will suffice for the block.

5.4.3 Test:

5.4.3.1 Production in-process test report—A production inprocess test report for each delivered sUAS shall be prepared 

in the manufacturer’s normal accepted format.

5.4.3.2 Production final acceptance test report—A production acceptance test report shall be prepared in the manufacturer’s normal accepted format for each delivered sUAS in 

accordance with 5.2.2. These records shall be retained by the 

manufacturer as long as the sUAS is in operational service.

5.4.4 Quality Assurance:

5.4.4.1 QA plan—A QA plan for use during production 

shall be prepared in accordance with Specification F3003.

6. Keywords

6.1 production; small unmanned aircraft system; sUAS

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned 

in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the 

risk of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years

and if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional 

standards and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a 

meeting of the responsible technical committee, which you may attend. If you feel that your comments have not received a fair 

hearing you should make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-

2959, United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the 

above address or at 610-832-9585 (phone), 610-832-9555 (fax), or service@astm.org (e-mail); or through the ASTM website 

(www.astm.org). Permission rights to photocopy the standard may also be secured from the ASTM website (www.astm.org/ 

COPYRIGHT/).
44

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:37:57 EDT 2015 4
45

Designation: F3002 − 14a

Standard Specification for

Design of the Command and Control System for Small 

Unmanned Aircraft Systems (sUAS)1

This standard is issued under the fixed designation F3002; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 This specification is provided as a consensus standard 

in support of an application to a nation’s governing aviation 

authority (GAA) for a permit to operate a small unmanned 

aircraft system (sUAS) for commercial or public use purposes.

1.2 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2910 Specification for Design, Construction, and Test of a

Small Unmanned Aircraft System (sUAS)

F2911 Practice for Production Acceptance of a Small Unmanned Aircraft System (sUAS)

F3003 Specification for Quality Assurance of a Small Unmanned Aircraft System (sUAS)

2.2 EN Standard:3

EN 62262 Degrees of protection provided by enclosures for

electrical equipment against external mechanical impacts 

(IK code)

2.3 IEC Standard:3

IEC 60529 Degrees of protection provided by enclosures 

(IP Code)

3. Terminology

3.1 Definitions:

1

This specification is under the jurisdiction of ASTM Committee F38 on 

Unmanned Aircraft Systems and is the direct responsibility of Subcommittee 

F38.01 on Airworthiness.

Current edition approved June 1, 2014. Published July 2014. Originally 

approved in 2014. Last previous edition approved in 2014 as F3002 – 14. DOI: 

10.1520/ F3002-14A.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3 Available from American National Standards Institute (ANSI), 25 W. 43rd St., 

4th Floor, New York, NY 10036, http://www.ansi.org.

3.1.1 bit error rate detection, BER, n—rate at which errors

occur in a transmission system; applicable to any system that 

transmits data over a network of some form in which noise, 

interference, and phase jitter may cause degradation of the 

digital signal.

3.1.2 command and control (C2) link(s), n—safety-critical

radio-frequency (RF) link(s) between the ground control station (GCS) and the unmanned aircraft (UA).

3.1.3 C2 range, n—distance between GCS and UA at which

positive control of the UA can be maintained.

3.1.4 downlink, n—any RF link from UA to GCS.

3.1.5 flight control system, FCS, n—composed of system

components intended to take GCS commands via a C2 link 

and control flight control surfaces and propulsion systems.

3.1.5.1 Discussion—The FCS may include autopilot 

functions, lost-link functions, fly-away protection functions, 

payload functions, and navigation functions. The FCS may be 

contained in one discrete component or multiple discrete 

components.

3.1.6 fly away, n—unintended flight outside of operational

boundaries (altitude/airspeed/lateral) as the result of a failure 

of the control element or onboard systems, or both.

3.1.7 fly-away protection system, n—a system that will

return the UA safely to the surface, or keep the UA within the 

intended operational area, when the C2 link between the pilot 

and the UA is lost.

3.1.8 ground control station, GCS, n—a land- or sea-based

control center that provides the facilities for human control of 

UA.

3.1.9 licensed band, n—any frequency or range of frequencies in which transmission requires permission from a governing body (for example, the Federal Communications Commission [FCC]).

3.1.10 link error, n—degradation of the digital signal between the GCS and the UA that can be monitored by 

techniques including BER detection.

3.1.11 link integrity, n—acceptable rate of transactions 

com-pleted with undetected error.
46

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Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:22 EDT 2015 1
47

F3002 − 14a

3.1.12 link timeout, n—time between the actual lost-link

event being validated and the system initiating the lost-link 

procedure.

3.1.13 lost link, n—occurrence in which the pilot in command (PIC) has lost the ability to control positively the sUAS 

because of degradation, loss or interruption of the necessary 

control or monitoring link(s), or both.

3.1.14 manufacturer, n—entity responsible for assembly 

and integration of components and subsystems to create a safe 

operating sUAS.

3.1.15 pilot in command, PIC, n—the pilot responsible for

the operation and safety of the UA during flight time.

3.1.16 positive control, n—a condition in which 

commanded changes in the UA flight path result in the 

expected maneu-ver(s) within an expected period of time.

3.1.17 small unmanned aircraft system, sUAS, n—

composed of the small unmanned aircraft (sUA) and all

required on-board subsystems, payload, control station, other 

required off-board subsystems, any required launch and 

recov-ery equipment, and C2 links between the sUA and the 

control station.

3.1.18 unmanned aircraft, UA, n—airborne portion of the

sUAS.

3.1.19 uplink, n—any RF link from GCS to UA.

3.2 Acronyms:

3.2.1 BER—Bit Error Rate

3.2.2 C2—Command and Control

3.2.3 FCC—Federal Communications Commission

3.2.4 FCS—Flight Control Station

3.2.5 GAA—Governing Aviation Authority

3.2.6 GCS—Ground Control Station

3.2.7 GPS—Global Positioning System

3.2.8 HMI—Human/Machine Interface

3.2.9 PIC—Pilot in Command

3.2.10 RF—Radio Frequency

3.2.11 RFI—Radio Frequency Interference

3.2.12 RX—Receiver

3.2.13 sUA—Small Unmanned Aircraft

3.2.14 sUAS—Small Unmanned Aircraft System

5. Functional Architecture

5.1 A high-level functional block diagram of the C2 system 

is presented in Fig. 1.

6. General Requirements

6.1 The following are general C2 requirements involving 

the system components listed below:

6.1.1 All C2 system and UA components shall minimize 

RFI so as not to degrade C2 link performance below 

acceptable levels.

6.1.2 All C2 system and UA components shall minimize 

RFI so as not to corrupt data transmitted or received over the 

C2 link.

6.1.3 All C2 system electronic components shall be protected from impacts that may occur during normal operation 

(an impact rating of EN 62262 IK06 is recommended).

6.1.4 All C2 system electronic components shall be protected from environmental conditions that may occur during 

normal operation.

6.1.5 All C2 electronic devices shall be labeled with power 

requirements.

6.1.6 The C2 system’s antenna, associated RF connections 

and System Acceptance Test Report shall be furnished as part 

of the C2 system.

6.1.7 Signal and power connectors for C2 electronic devices 

shall provide self-locking or positive locking connectors to 

ensure continuity of power and signal transmission during 

normal operation.

6.1.8 The C2 system shall provide for mounting to a fixed 

surface using rigid or semi-rigid fasteners. (Non-rigid 

fasteners, such as strings, rubber bands, and glue, are not 

permitted for this purpose.)

7. C2 System Spectrum Requirements

7.1 Small UAS operations using unlicensed bands shall be 

conducted in accordance with applicable regulations.

7.2 Small UAS operations using a licensed band shall 

obtain approval to use that band from the appropriate 

governing agency.

8. C2 Link

8.1 Functional Requirements—The C2 link shall provide 

C2 link status to the UA FCS to allow the UA FCS to initiate 

lost-link logic when C2 link connectivity is lost.

3.2.15 TX—Transmitter

3.2.16 UA—Unmanned Aircraft

4. Applicability

4.1 This standard is written for all sUAS that are permitted 

to operate over a defined area and in airspace authorized by a 

nation’s GAA. It is assumed that one or more visual observers 

will provide for the sense and avoid requirement to avoid 

collisions with other aircraft and that the maximum range and 

altitude at which the sUAS can be flown will be specified by 

the nation’s GAA. Unless otherwise specified by a nation’s 

GAA, this standard applies only to UA that have a maximum 

gross takeoff weight of 25 kg (55 lb) or less.
48

8.2 Performance Requirements:

8.2.1 The rate of C2 link transactions completed with 

undetected error shall not exceed 0.001 %.

8.2.2 The C2 link shall be capable of transmitting the 

minimum set of data required by the GAA.

8.2.3 The C2 link shall be capable of receiving the mini-mum 

set of data required by the GAA.

8.2.4 The C2 link shall transmit all data that are safety 

critical as established by the manufacturer.

8.2.5 A loss of connectivity for longer than a maximum 

duration to be established by the country’s GAA shall trigger a 

lost-link condition.

8.2.6 The C2 link shall prevent unauthorized ground 

control stations from pairing with or controlling the UA.

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F3002 − 14a

FIG. 1 High-Level Functional Block Diagram of the C2 System

8.2.7 The C2 link shall be rated by the manufacturer with 

maximum range.

8.2.8 C2 radios shall be labeled with operating frequency 

and channel information.

requirements, or both, the C2 link data integrity shall be 

monitored while C2 system elements are emitting RF and the 

GCS transmitter is operating at maximum transmission power.

8.3 Testing Requirements—If a C2 downlink is required by 9. GCS

the manufacturer for safety-of-flight or operational 9.1 Operational Requirements:
50

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51

F3002 − 14a

9.1.1 There shall be a means for verifying before flight that 

the fly-away protection system is capable of functioning 

properly during flight.

9.2 Functional Requirements:

9.2.1 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall be capable of providing position and altitude data to the 

PIC.

9.2.2 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide the capability to monitor the C2 uplink bit error 

rate.

9.2.3 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide the capability to monitor the C2 downlink bit 

error rate.

9.2.4 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide the capability to monitor link status.

9.2.5 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide an alert to the PIC when a lost-link condition is 

entered.

9.2.6 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide an alert to the PIC if the uplink or downlink 

message error rate exceeds 0.001.

9.2.7 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide an alert to the PIC when an incompatibility is 

detected between the GCS and the systems with which it 

communicates.

9.2.8 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide a lost-link condition status to the PIC.

9.2.9 A backup power supply capable of lasting long 

enough for a safe UA recovery shall be provided.

9.2.10 If warning lights are used, red shall signify a 

warning, yellow shall signify caution, and green shall signify 

satisfactory status.

9.2.11 If warning lights are used, a unique audible alarm 

tone consistent with the warning lights shall sound for a 

maximum of two seconds.

9.2.12 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, displays 

of flight-critical information, including fuel level, battery 

status, and conformance with restrictions on airspeed, altitude, 

and lateral distance from the GCS, shall be made readily 

available to the PIC.

9.2.13 The GCS shall provide the capability of performing 

a reduced-range test to test link capability in situ.

9.3 Interoperability Requirements:

9.3.1 The GCS shall verify that it is configured to control 

the intended UA before flight.

9.4 Design Requirements:
52

9.4.1 If a C2 downlink is required by the manufacturer for 

safety-of-flight or operational requirements, or both, the GCS 

shall provide a visible indication of link status.

9.4.2 The GCS shall provide a manual or automatic means 

of interfacing a C2 link reduced-range attenuator between the 

C2 RF source and the link antenna.

9.4.3 The GCS shall provide a capability to test and 

measure the maximum RF output of the C2 link to and from 

the UA at a specified line-of-sight distance.

9.4.4 The GCS shall provide the operator an interface for 

interpreting the results of the C2 link reduced-range test.

9.4.5 The GCS shall prevent the PIC from launching the 

UA while the C2 link reduced-range attenuator is in use.

9.5 Testing:

9.5.1 The GCS transmitter maximum range value shall be

tested.

9.5.2 The GCS receiver maximum range value shall be

tested.

10. Unmanned Aircraft

10.1 Operational Requirements:

10.1.1 The responses to a lost-link condition shall include a 

combination of one or more of the following actions:

10.1.1.1 Landing the UA after the expiration of the C2 link 

timeout counter,

10.1.1.2 Returning the UA to the UA launch/takeoff 

location or some other previously designated location within 

the opera-tion area,

10.1.1.3 Termination of the flight in a predictable manner 

after confirmation of lost link and the expiration of the C2 link 

timeout counter, or

10.1.1.4 Loitering within the operational area for a 

specified period of time before initiating one of the above 

three techniques.

10.2 Functional Requirements:

10.2.1 If a C2 downlink is required by the manufacturer for

safety-of-flight or operational requirements, or both, the UA 

shall transmit position and altitude data to the PIC.

10.2.2 The UA shall record any occurrence of a lost-link 

condition.

10.2.3 The UA shall execute lost-link logic upon 

occurrence of a lost-link condition.

10.3 Performance Requirements:

10.3.1 The UA shall be capable of remaining in a contained 

area if one has been specified by the PIC.

10.4 Interoperability Requirements:

10.4.1 A C2 lost link shall not cause UA system failures.

10.4.2 The lost-link function shall be capable of executing 

after the C2 uplink capability fails.

10.4.3 The lost-link function shall be capable of executing 

after the C2 downlink capability (if one is required by the 

manufacturer for safety-of-flight or operational requirements, 

or both) fails.

10.5 Design Requirements:

10.5.1 The UA transmitter shall be labeled with operating 

frequency and channel information.

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F3002 − 14a

10.5.2 The UA receiver shall be labeled with operating 

frequency and channel information.

10.5.3 The UA antenna(s) shall be mounted such that the 

performance and functionality of the antenna are met regardless of UA attitude or orientation relative to the GCS.

10.6 Testing:

10.6.1 The UA transmitter maximum range value shall be

tested.

10.6.2 The UA receiver maximum range value shall be

tested.

11. Fly-Away Functionality

11.1 Functional Requirements—Any failure of fly-away

functionality shall be recorded.

11.2 Performance Requirements:

11.2.1 The fly-away function shall be capable of executing 

after the C2 uplink capability fails.

11.2.2 The fly-away function shall be capable of executing 

after the C2 downlink capability (if one is required by the 

manufacturer for safety-of-flight or operational requirements, 

or both) fails.

12. Design Documentation and Change Requirements

12.1 Refer to Specification F2910, Practice F2911, and 

Specification F3003 for specific requirements on the following 

topics:

12.1.1 Quality assurance procedures,

12.1.2 Configuration control and documentation of changes,

and

12.1.3 Verification and validation.

13. Keywords

13.1 permit; small unmanned aircraft system; sUAS

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned 

in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the 

risk of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years 

and if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional 

standards and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a 

meeting of the responsible technical committee, which you may attend. If you feel that your comments have not received a fair

hearing you should make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-

2959, United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the 

above address or at 610-832-9585 (phone), 610-832-9555 (fax), or service@astm.org (e-mail); or through the ASTM website 

(www.astm.org). Permission rights to photocopy the standard may also be secured from the ASTM website (www.astm.org/ 

COPYRIGHT/).

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:22 EDT 2015 5
54

Designation: F3003 − 14

Standard Specification for

Quality Assurance of a Small Unmanned Aircraft System 

(sUAS)1

This standard is issued under the fixed designation F3003; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 This standard defines the quality assurance 

requirements for the design, manufacture, and production of a 

small un-manned aircraft system (sUAS).

1.2 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2910 Specification for Design, Construction, and Test of a

Small Unmanned Aircraft System (sUAS)

3. Terminology

3.1 Definitions of Terms Specific to This Standard:

3.1.1 manufacturer, n—entity responsible for assembly and

integration of components and subsystems to create a safe 

operating sUAS. The builder of kit built systems provided by 

a manufacturer must conform to the manufacturer’s assembly 

and test instructions without deviation in order for that kit 

built system to meet this standard.

3.1.2 permanent record, n—records that shall be kept for

each sUAS produced.

3.1.3 propulsion system, n—consists of one or more power

plants (for example, a combustion engine or an electric motor 

and, if used, a propeller or rotor) together with the associated 

installation of fuel system, control and electrical power supply 

(for example, batteries, electronic speed controls, fuel cells, or 

other energy supply).

3.1.4 quality assurance manual, QAM, n—documentation

of the quality assurance program.

1

This test method is under the jurisdiction of ASTM Committee F38 on 

Unmanned Aircraft Systems and is the direct responsibility of Subcommittee 

F38.01 on Airworthiness.

Current edition approved Jan. 15, 2014. Published January 2014. DOI: 10.1520/ 

F3003-14.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3.1.5 quality assurance program, QAP, n—method of inspections used by the manufacturer to validate and ensure the 

proper production thereof.

3.1.6 quality assurance record, QAR, n—record of quality

assurance associated with each sUAS produced.

3.1.7 small unmanned aircraft system, sUAS, n—composed

of the small unmanned aircraft (sUA) and all required onboard subsystems, payload, control station, other required offboard subsystems, any required launch and recovery 

equipment, and command and control (C2) links between the 

UA and the control station. For purposes of this standard, 

sUAS is synony-mous with a small Remotely Piloted Aircraft 

System (sRPAS) and sUA is synonymous with a small 

Remotely Piloted Aircraft (sRPA).

3.1.8 supplier, n—any entity engaged in the design and

production of components (other than a payload which is not 

required for safe operation of the sUAS) used on a sUAS.

3.1.8.1 Discussion—Where the supplier is not the 

manufacturer, the supplier can only ensure that the 

components comply with accepted consensus standards.

3.2 Shall versus Should versus May—Use of the word

“shall” implies that a procedure or statement is mandatory and 

must be followed to comply with this standard, “should” 

implies recommended, and “may” implies optional at the 

discretion of the supplier, manufacturer, or operator. Since 

“shall” statements are requirements, they include sufficient 

detail needed to define compliance (for example, threshold 

values, test methods, oversight, reference to other standards). 

“Should” statement are provided as guidance towards the 

overall goal of improving safety, and could include only 

subjective statements. “Should” statements also represent parameters that could be used in safety evaluations, and could 

lead to development of future requirements. “May” statements 

are provided to clarify acceptability of a specific item or 

practice, and offer options for satisfying requirements.

4. Applicability

4.1 This standard is written for all sUAS that are permitted 

to operate over a defined area and in airspace defined by a 

nation’s governing aviation authority (GAA). It is assumed 

that a visual observer(s) will provide for the sense-and-avoid
55

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56

F3003 − 14

requirement to prevent collisions with other aircraft and that 

the maximum range and altitude at which a sUAS can be 

flown will be specified by the nation’s GAA. Unless 

otherwise specified by a nation’s GAA this standard applies 

only to UA that have a maximum take off gross weight of 55 

lb/25 kg or less.

4.2 If a QA manager of a manufacturer that meets a 

recognized QA standard (ISO, etc) develops and retains evidence that the provisions of that recognized QA standard 

meets the spirit and intent of this standard then that QA 

manager can state that the manufacturer’s QA process meets 

the provisions of this standard. The manufacturer’s QA 

manager shall ensure that supplier’s QA processes meet 

applicable portions of this standard.

5. Quality Assurance Program (QAP)

5.1 Manufacturers of sUAS shall develop a QAP in accordance with the criteria established within this standard.

5.2 Quality Assurance Manual (QAM)—Manufacturers

shall document their QAP in the form of a QAM.

5.3 Quality Assurance Administration—The 

manufacturer’s administration charged with the 

implementation of the QAP may consist of one or more 

company employees, company officials, or manufacturer’s 

agents or assigns. The individuals or entities that make up the 

quality assurance administration shall be identified within the 

QAM. The QAP methodology and any quality requirements 

flowing down to suppliers shall be documented in the QAM.

5.4 Quality Assurance Record (QAR)—A record shall be

maintained of the date of acceptance and the origin of 

materials used in the production of system components 

considered by the manufacturer to be required for the safe 

operation of their sUAS (see Note 1 and 5.4.1).

NOTE 1—The intent of this record is to provide a means for the 

manufacturer to identify and reduce the number of sUAS within a fleet 

that may be affected by a materials anomaly that would require corrective 

action, thereby reducing the economic impact of such corrective action.

5.4.1 The manufacturer shall maintain a QAR for each 

sUAS produced. Each QAR shall consist of the following:

5.4.1.1 Applicable final inspection records, check, and test 

documentation from the production acceptance procedures 

(see Section 8).

5.4.1.2 A copy of the manufacturer’s Record of Compliance.

5.4.1.3 The configuration of each sUAS at its point of 

delivery (for continued operational safety monitoring 

purposes), including associated parts lists, installed equipment 

lists, software version/versions, and a listing of all engineering 

changes and any deviations from the initial as designed/as 

tested configuration.

NOTE 2—Each item listed in 5.4.1 shall include the sUAS serial 

number and date of manufacture.

5.5 Quality Assurance Revisions—A system shall be implemented to ensure that only the latest revisions to the QAM are 

in use.
57

5.6 Quality Assurance Audits—The manufacturer shall conduct a biennial (every two years) audit of their QAP and 

maintain a record of all such audits. Any determination of 

noncompliance shall be resolved and a revision to the QAM 

shall be made if necessary to address any anomalies found.

6. Engineering and Manufacture

6.1 Record of Compliance—The manufacturer shall keep a

permanent record of the design documentation used to show 

compliance for a particular configuration.

6.2 Configuration Control—All sUAS configurations in

production shall have Records of Compliance to the latest 

released revision.

6.3 Production Documentation—The manufacturer shall

maintain a record of all production documentation, including 

revisions to both manufacturing material, or assembly 

processes, or both. Production documentation shall include, 

but is not limited to, the following:

6.3.1 Parts lists,

6.3.2 Process sheets/routings,

6.3.3 Component and assembly drawings,

6.3.4 Manufacturing instructions and specifications,

6.3.5 Tooling and gauge drawings,

6.3.6 Software,

6.3.7 Tooling and test equipment calibration documentation,

and

6.3.8 Manufacturing material tests.

6.4 Special Processes—A system shall be implemented to

control all special processes and services related to the production of airframe components considered by the manufacturer to be critical to the structural integrity of the sUAS, such 

as welding, brazing, heat treatment, plating, structural 

composites, adhesive bonding, and others appropriate to the 

sUAS design, that ensures that each process and service is 

performed in accordance with approved specifications 

contain-ing definitive standards of quality. Required periodic 

inspec-tion or calibration, or both, of tooling, gauges, 

solutions, or any critical equipment used in special processes 

related to the production of sUAS shall be documented.

7. QA Inspections

7.1 Manufacturers shall implement and document in the 

QAP a system of inspections to validate conformity of product 

to all applicable engineering requirements and production 

specifications.

7.1.1 Conforming, nonconforming, and items awaiting inspection shall be segregated or clearly distinguishable. Items 

found to be nonconforming shall either be evaluated by a 

Materials Review Board (MRB) per 7.3 or rejected per 7.4.

7.2 Receiving Inspection—The manufacturer shall implement a purchasing procedure that shall ensure all items 

ordered are clearly specified. Incoming items provided by 

outside vendors shall be inspected for conformity to applicable 

speci-fications or production documentation or both. A record 

of such acceptance, to include the person accepting the 

material, shall be included in the permanent record.

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7.3 Evaluation of Nonconforming Items by a Materials 

Review Board—A Materials Review Board (MRB) shall be

established to determine the disposition of items that do not 

conform to all applicable engineering requirements and production specifications (nonconforming items) and shall 

consist of one or more manufacturer’s designated technical 

represen-tatives. MRB representatives shall be identified 

within the QAM. If analysis, additional inspection, functional 

checks, repair, rework, or a use “as is” determination assures 

that an item meets all of the relevant design requirements, the 

MRB may authorize its use in the production of a sUAS. 

Otherwise, the item shall be rejected.

7.4 The manufacturer shall keep a permanent record showing the disposition of nonconforming items that have been 

evaluated and accepted by the MRB. The QAR shall 

document the use of any nonconforming material.

7.5 Rejection of Nonconforming Items—A process for disposing of items found to be unusable due to damage, shelf life 

limits, or other variations shall be defined and implemented. A 

rejected item shall be mutilated, disposed of, or sufficiently 

marked as rejected to ensure that it is not used in the 

production of a sUAS. A rejected item may be secured in a 

reserved holding area for future disposition or disposal.

8. Production Acceptance

8.1 Final Inspections—The manufacturer shall verify and

record that the QAR up to the point of acceptance testing is 

current for each sUAS produced prior to conducting the 

following production acceptance procedures.

8.2 Final Testing—The manufacturer shall validate the

proper completion of any ready to fly sUAS by conducting a 

final system test in accordance with the requirements of 

Specification F2910.

8.3 Instrument Calibration—Any sUAS instrument requir-ing 

periodic calibrations shall have a calibration with traceabil-ity to 

a documented requirement (including currency) or tolerance. 

Tools or test equipment (pitot/static tester, compass, and so forth) 

used to calibrate a sUAS instrument, as well as all

test equipment, should be documented and calibrated with 

traceability to a recognized standard.

8.4 Resolution of Discrepancies—The manufacturer shall

develop and implement a system to correct any anomalies 

found during ground checks or flight testing and be documented in the QAP.

8.4.1 Noncompliance—Any sUAS that fails any production 

acceptance test required by this practice shall be physically 

tagged as noncompliant. Anomalies shall be reworked per 

manufacturer’s instructions and each reworked anomaly shall 

be reevaluated.

8.4.2 Noncompliance Tag—A noncompliance notice shall 

be attached to the aircraft in such a manner that it is in clear 

view of a potential operator of the sUAS.

8.5 Production Acceptance Documentation—A written

checklist may be used as an acceptable method of documenting 

production acceptance inspections, checks, and tests and shall be 

included in the QAR for each sUAS if one is used.

9. Assignment of QA Duties and Responsibilities

9.1 Duties for all QA representatives shall be documented 

and specify responsibilities and levels of authority.

9.2 sUAS manufacturers may assign QA duties and responsibilities to outside parties for the purpose of establishing 

satellite manufacturing, assembly, or distribution facilities, or 

a combination thereof. Any such assignment shall be documented in the QAP.

9.3 sUAS manufacturers shall establish training and evaluation programs for all personnel assigned QA duties and 

responsibilities.

9.4 The manufacturer shall take appropriate steps to ensure 

that persons performing the QA representative role can 

provide independent input on product conformity to the 

manufacturer’s senior management.

10. Keywords

10.1 production acceptance; quality assurance; QA; small 

unmanned aircraft system; sUAS

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in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the

risk of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years

and if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional 

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59

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:49 EDT 2015 3
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Designation: F3005 − 14a

Standard Specification for

Batteries for Use in Small Unmanned Aircraft Systems 

(sUAS)1

This standard is issued under the fixed designation F3005; the number immediately following the designation indicates the year of 

original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A 

superscript epsilon ( ́) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 This standard defines the requirements for batteries 

used in small Unmanned Aircraft Systems (sUAS).

1.2 This standard does not define requirements for the 

systems in which sUAS battery packs may be utilized.

1.3 This standard is subordinate to Specification F2910.

1.4 If allowed by a nation’s GAA, certain sUAS may be 

exempt from this standard and may use commercial off-theshelf (COTS) batteries in non-safety-critical payloads (lithium 

chemistries may not be exempted). Air transport regulations 

still shall be adhered to when air transport is used for COTS 

cells or batteries in bulk.

1.5 This standard does not purport to address all of the 

safety concerns, if any, associated with its use. It is the 

responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

2. Referenced Documents

2.1 ASTM Standards:2

F2910 Specification for Design, Construction, and Test of a

Small Unmanned Aircraft System (sUAS)

2.2 Other Standards:

ANSI/ASQ Z1.4-2008 Sampling Procedures and Tables for

Inspection by Attributes3

UL 1642 Standard for Lithium Batteries4

1

This specification is under the jurisdiction of ASTM Committee F38 on 

Unmanned Aircraft Systems and is the direct responsibility of Subcommittee 

F38.01 on Airworthiness.

Current edition approved June 1, 2014. Published July 2014. Originally 

approved in 2014. Last previous edition approved in 2014 as F3005 – 14. DOI: 

10.1520/ F3005-14A.

2

For referenced ASTM standards, visit the ASTM website, www.astm.org, or 

contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM

Standards volume information, refer to the standard’s Document Summary page on

the ASTM website.

3 Available from American Society for Quality (ASQ), 600 N. Plankinton Ave., 

Milwaukee, WI 53203, http://www.asq.org.

4 Applicable only to 5.1 on cell suppliers.

Available from Underwriters Laboratories (UL), 2600 N.W. Lake Rd., Camas, 

WA 98607-8542, http://www.ul.com.

3. Terminology

3.1 Definitions and Acronyms—The standard terminology

for sUAS as defined in higher level standards applies in 

general to this standard except as noted below.

3.2 Definitions of Terms Specific to This Standard:

3.2.1 C-rating, n—maximum steady-state current (amps) at

which the battery cell or pack may be discharged without 

having pack temperature exceed the CTT of its constituent 

cell(s) or result in a reduction in cell life. C-rating is expressed 

as a multiple of the capacity. For example, a battery with a 

nominal capacity of 4 Ah may have a C-rating of 5C, meaning 

that 20 A would be considered its maximum safe current.

3.2.2 characteristic thermal threshold, CTT, n—the temperature beyond which a rechargeable battery cell of particular 

chemistry and structure will exhibit permanent deterioration of 

its critical performance parameters as evident upon subsequent 

charge/discharge cycles. Cell capacity and internal resistance 

are critical performance parameters. CTT is rated at both 

upper and lower thresholds.

3.2.3 depth of discharge, DOD, n—ratio of cell or pack

capacity expended relative to its nominal capacity.

3.2.4 pack, n—a single cell or composition of battery cells

connected in series or in parallel or both plus monitoring 

electronics, structure, and connector(s).

3.2.5 pack assembler, n—that supplier which performs the

manufacturing processes that integrate the essential compo-nents 

into a functional pack. In the event that multiple suppliers are 

involved in the assembly process, the pack assembler is the 

supplier that performs the final electrical connection(s). One 

supplier may weld solderable tabs to a batch of cells, a second 

supplier may connect circuitry, wiring and a connector, and yet a 

third may install the assembly in a plastic housing. In this 

example, the second supplier would be the pack assembler.

3.2.6 shall versus should versus may, v—use of the word

“shall” implies that a procedure or statement is mandatory and 

must be followed to comply with this standard, “should” 

implies recommended, and “may” implies optional at the 

discretion of the supplier, manufacturer, or operator. Since 

“shall” statements are requirements, they include sufficient 

detail needed to define compliance (for example, threshold
61

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F3005 − 14a

values, test methods, oversight, reference to other standards). 

“Should” statement are provided as guidance toward the 

overall goal of improving safety and could include only 

subjective statements. “Should” statements also represent parameters that could be used in safety evaluations and could 

lead to development of future requirements. “May” statements 

are provided to clarify acceptability of a specific item or 

practice and offer options for satisfying requirements.

3.2.7 small unmanned aircraft system, sUAS, n—composed of 

the small unmanned aircraft (sUA) and all required on-board 

subsystems, payload, control station, other required off-board 

subsystems, any required launch and recovery equipment, and 

command and control (C2) links between the sUA and the control 

station. Since any one of the preceding subsystems may affect 

reliability and thus safety of the sUAS, batteries used in those 

subsystems shall comply with this standard unless failure of the 

battery will not compromise safety. For purposes of this standard 

sUAS is synonymous with small Remotely Piloted Aircraft 

System (sRPAS), and SUA is synonymous with a small 

Remotely Piloted Aircraft (sRPA).

3.2.8 supplier, n—any entity engaged in the design or

production of a battery pack or any component of a pack 

intended for use in a sUAS. The cell supplier is the manufacturer of the fundamental cell(s) constituent in a battery core. 

Various suppliers contribute to the production of a pack, and

any differences between them are described both explicitly 

and by context throughout the document.

3.3 Acronyms:

3.3.1 COTS—Commercial off the Shelf

3.3.2 CTT—Characteristic Thermal Threshold

3.3.3 DOD—Depth of Discharge

3.3.4 IC—Internal Combustion

3.3.5 Li—Lithium

3.3.6 LiFe—Lithium Ferrite (commonly used, abbreviated

reference to LiFePO4)

3.3.7 LiFePO4—Lithium Iron Phosphate

3.3.8 LiIon—Lithium Ion

3.3.9 LiPo—Lithium Polymer (commonly used term for a

package-specific variation of the Lithium Ion chemistry)

3.3.10 MSDS—Material Safety Data Sheet

3.3.11 NiCd—Nickel Cadmium

3.3.12 NiMH—Nickel Metal Hydride

3.3.13 PCM—Protective Circuit Module

3.3.14 PVC—Polyvinyl Chloride

3.3.15 SDS—Safety Data Sheet

3.3.16 SLA—Sealed Lead Acid

3.3.17 sUAS—Small Unmanned Aircraft System

3.3.18 UAS—Unmanned Aircraft System

3.3.19 UN-GHS—United Nations Global Harmonization

System
63

4. Applicability

4.1 This standard relates to and is referenced by other 

sUAS standards at the sUAS system level as listed in Section 

2. This standard is mandatory at any point in the sUAS system 

in which batteries are used, except for payload downlinks that 

have no effect on flight safety.

4.2 This standard is written for all sUAS that are permitted 

to operate over a defined area and in airspace defined by a 

nation’s GAA. Unless otherwise specified by a nation’s GAA, 

this standard applies only to UA that have a maximum takeoff 

gross weight of 55 lb/25 kg.

4.3 Criticality of this standard is derived from safety risk 

analysis. The following failures are critical and are listed 

hierarchically, the first being the most critical:

4.3.1 Loss of independent power for flight termination by

any means requiring battery power, resulting in inability to 

terminate the flight safely;

4.3.2 Failure of primary power for the FCS resulting in loss 

of control to permit safe flight or recovery;

4.3.3 Failure of ignition power (if a battery is utilized 

instead of a magneto, alternator, generator or the like for 

internal combustion) or primary power for electric propulsion, 

creating the inability to return the sUAS to base and creating a 

ground impact hazard.

5. Cells

5.1 Responsibility of Cell Suppliers—As a minimum, the 

cell supplier shall possess and provide the following:

5.1.1 Process Control Plan for the specific cell being

provided, including Quality Control Procedures and 

Recording Methods.

5.1.2 A Quality Assurance Plan for the specific cell being 

provided, including compliance with UL 1642 requirements 

for cells.

5.1.3 MSDS, also known as SDS per the UN-GHS for

chemicals classification.

5.1.4 Technical Data Sheet shall be a formal document, not

preliminary or informal. The manufacturer’s datasheet shall 

include specification of the upper CTT.

5.1.5 Every cell shall be marked with its Lot Number and 

Supplier’s Name to aid failure analysis, facilitate traceability,

and minimize the extent of a recall should such action become 

necessary.

5.2 Responsibility of Pack Assembler:

5.2.1 Lot Testing—A sample from each lot of cells shall be 

subjected to capacity testing and physical inspections. The 

capacity test and physical inspections may, but are not 

required to be performed on the same cells. Sampling shall be 

in accordance with ANSI/ASQ Z1.4-2008. Any alternate plan 

must be approved by the GAA. The sampling plan shall accept 

on zero defects.

5.2.1.1 Capacity Test—The sample shall undergo one complete charge-discharge cycle to verify the integrity of the lot. 

A charge-discharge cycle is defined as a full charge followed 

by a full discharge to the depth specified by the cell 

manufacturer or as typical for the subject chemistry.

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F3005 − 14a

5.2.1.2 Physical Inspection—Physical inspections shall be 

performed on the sample. A subject cell is to be rejected for 

any of the following conditions:

(1) Swelling;

(2) Electrolyte leakage;

(3) Out-gassing;

(4) Odor, even in the absence of visible electrolyte 

leakage, an obvious odor shall be considered evidence of a 

deteriorated cell;

(5) Deformed or damaged casing;

(6) Punctures;

(7) Tab condition—Seals are to be undamaged, and welds

are to be unbroken and of satisfactory quality. If a cell is 

supplied with a PCM connected, accessible solder connections 

to the tabs shall also be inspected. If a solder connection is 

unacceptable, it may be reworked by the pack assembler.

5.2.2 Received-Voltage Test—The pack assembler shall

measure this voltage on every cell in the lot. The measurement 

shall be made before any load or charge has been applied to the 

cell. The measurement is taken directly at the cell tab, bypassing 

any protection circuitry that may be connected. In the event that a 

cell’s received voltage is outside limits that are normal or 

recoverable for the particular chemistry, the cell shall be rejected. 

The received voltage shall not vary signifi-cantly from what is 

considered the typical chemistry-specific storage/shipping 

voltage or the mean measurement for the bulk of the lot. The 

received voltage for a lot will typically vary little from cell to cell 

and certainly should remain within a 10 % window. (For 

example, a LiPo will normally be shipped in a half-charge state, 

holding at about 3.8 V). If the cell is outside the storage/shipping 

voltage, the cell shall undergo the capacity test and physical 

inspections of 5.2.1 to ensure its integrity. The received-voltage 

test may be performed as part of the assembly process rather than 

as an incoming test if the lot will be utilized for production before 

significant self-discharge occurs.

5.2.3 Records and Certifications—The pack assembler 

shall obtain and make available to the GAA and the procuring 

entity pertinent information regarding the pack assembly. 

These data shall be available so long as that pack model is 

marketed or sold and for a minimum of three years thereafter. 

These data shall either be shipped with the pack(s), provided 

upon request or be accessible by other means such as the pack 

assembler’s website:

5.2.3.1 The technical data sheet from the cell supplier for 

cells used in the pack;

5.2.3.2 The MSDS (also known as SDS per the UN-GHS 

for chemicals classification) for the cell type used in the pack;

5.2.3.3 The data items, by lot, listed under 5.1.3 – 5.1.5

(that is, the pack assembler is to carry forward the data 

provided by the cell supplier);

5.2.3.4 Pack assembler’s specified shipping/storage 

voltage—These data are not intended to be a record of

measured voltage for each pack but to stipulate the voltage 

range that the procuring entity can expect to measure upon 

receipt of a pack for the particular chemistry;

5.2.3.5 The lot number of constituent cells used in a pack 

traceable to the pack serial number;
65

5.2.3.6 Date of manufacture of the pack—As defined in 

Section 6, the date may be codified in the serial number.

5.2.4 Pack Assembly Requirements—A multi-cell pack 

shall not contain cells from more than one lot. An exception 

may be made if three conditions are met: (1) the date of 

manufacture of the cells are within a six-month span; (2) all 

cells to be used in the pack are tested for capacity and found 

to be within 5 % of each other; and (3) all of the cells were 

manufactured recently enough to be considered acceptable for 

use in new construction for the particular chemistry.

5.2.5 Final Test—As a minimum, each completed pack 

shall be subjected to two charge-discharge cycles, following 

which the pack shall be charged to its appropriate, chemistryspecific shipping/storage voltage. A charge-discharge cycle is 

defined as a full charge followed by a full discharge to the 

depth specified by the cell manufacturer or as typical for the 

subject chemistry. The pack shall demonstrate its rated 

capacity by means of this testing to be acceptable for delivery 

to the procuring entity.

6. Mechanical Design and Assembly

6.1 In-Process Quality—The assembly process shall be

devised such that it is conducive to observation of the physical 

conditions listed in 5.2.1.2. This requirement does not 

stipulate inspection of cells beyond lot testing but rather is 

intended to maximize exposure of the cells to visual scrutiny 

during assembly.

6.2 Cell Connections—Cells shall be interconnected using

techniques that minimize failure caused by vibration and 

impact. If tab-to-tab connection of individual cells is used to 

form a pack, the connection shall be resistance-welded to the 

individual cell terminal. If cells are interconnected using 

double-sided printed circuit connecting boards, these boards 

shall have plated-through tab slots or holes.

6.3 Wiring—All power and cell-sensing wiring shall be

strain relieved at the junction with the cell or interconnect tabs 

and secured at a point before exiting the pack.

6.4 Vibration—The pack assembly may be surrounded with

impact and vibration-absorbent material such that the assembled pack meets governing-body requirements for shipment by air.

6.5 Puncture Resistance—An assembled pack having one 

or more non-rigid cells shall be housed in a protective material 

that provides resistance to mechanical penetration beyond that 

of the bare, unprotected cell. LiPo cells are one such example 

of a non-rigid cell and shall as a minimum be sheathed in a 

conforming PVC wrap or other similar material. Other means 

of housing non-rigid cells, such as a plastic or metal casing 

may be employed. If the pack is being designed for a specific 

system, the required protection shall be defined at the system

level, taking into consideration the form of propulsion (IC or 

electric) and whether the sUAS will be carried on another 

aircraft for launch.

6.6 Identification—Pack identification is required as follows:

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F3005 − 14a

6.6.1 Supplier—The pack assembler defined in 3.2.5 shall

be identified by name on the pack (a company logo is not 

sufficient labeling);

6.6.2 Capacity—The pack capacity, rendered in Amp-hours

(Ah) or milli-Amp-hours (mAh) shall be stated on the pack.

6.6.3 Serialization—The pack assembler shall serialize the

final pack assembly and maintain records that correlate cell lot 

number with battery pack serial number (see 5.2.3.5). Records 

shall also identify the date of manufacture of the pack 

assembly. A serial number that contains a date code is an 

acceptable means of documenting the date (for example,

YYMMXXXX, YYWWXXXX).

6.6.4 Safety Warnings—Appropriate safety warnings particular to the battery chemistry shall be affixed to the pack. In 

the case of packs too small or otherwise unable to accommodate all such warnings, the information may appear on the 

smallest quantity container in which the pack(s) are shipped. 

The following shows an example of a typical warning label 

for a lithium battery:

CAUTION:

DO NOT DISPOSE OF IN FIRE

DO NOT HEAT ABOVE 60C (140F)

DO NOT DISASSEMBLE

DO NOT PUNCTURE OR CRUSH

DO NOT ALLOW TERMINALS TO SHORT

SEE OWNER’S MANUAL FOR ADDITIONAL DETAILS

6.6.5 Recovery Identification—The outer pack enclosure or 

larger portion thereof shall by some means be yellow in color 

to provide easy identification at a crash site. Some portion of 

the yellow coloring shall be discernible when viewed from 

any angle.

7. Electrical Design

7.1 Cells used for sUAS are anticipated to be NiCd, NiMH, 

LiIon, LiFe, LiFePO4, LiPo, or SLA. The use of any of these 

chemistries is anticipated in applications in which primary 

power is an IC engine. Electric propulsion systems are likely 

to use LiIon, LiFe, or LiPo cells because of the demand for 

superior power density. Vented lead acid cells shall not be 

used in sUAS. The electrical design and performance criteria 

are as follows:

7.1.1 Capacity—The capacity stated on the pack label is to be 

based either on the typical capacity of a newly manufactured 

pack or that of a “broken-in” pack, whichever is less. The 

“broken-in” capacity is defined as the typical capacity observed 

at the flattest portion of the life-cycle curve for the pack. Data on 

the broken-in capacity of constituent cells may be used to aid in 

determining the broken-in capacity of a new pack design if these 

data exist. The pack designer shall perform the testing and 

research on the pack design necessary to ascertain capacity before 

stating it on pack marking or by other means of advertising. The 

capacity test should be done under lab conditions of 25C, ambient 

humidity and no forced cooling. The capacity of any pack that 

carries a nominal claimed capacity should be within 1 Sigma of 

the nominal capacity so stated in which the statistical sample is 

100%.

7.1.2 Charge—Before storage or shipping from the pack 

assembler, the pack shall be charged/discharged to a level that 

is optimal for transport and long-term storage for the particular 

chemistry.
67

7.1.3 Wiring—Wiring used shall be of sufficient gauge and

capacity that the wire temperature does not exceed the thermal 

rating of the insulation type during highest normal expected 

load.

7.1.4 Connectors—Any connector that is part of the pack

assembly shall conform to the following criteria:

7.1.4.1 Contacts—Connector contacts shall be gold-plated

or otherwise treated to optimize conductivity and to aid in the 

prevention of oxidation or corrosion. Contact resistance shall 

be low enough that the connector body temperature does not 

exceed temperatures that would cause failure of the connector 

materials or pose other hazards to the pack under the highest 

normal expected load during discharge.

7.1.4.2 Configuration—The connector may include heavyduty pins for power and smaller pins for the cell-balance 

nodes in packs with series-connected cells. If single pins are 

used for main power and return lines, the pin itself shall have 

multiple points of contact (at least two) to preclude power 

failure as a result of loss of a single point of contact. 

Alternatively, the use of multiple single-point pins may be 

employed to satisfy the need for redundancy.

7.1.4.3 Non-Electrical Materials—Connectors shall be selected having housing material that is rated to withstand 

temperatures at which the particular cell chemistry can operate 

safely.

7.1.5 Node Access—The design shall provide connector

access to the nodes between individual serial sub-packs or 

cells. Charge of pack end-to-end voltage alone is not satisfactory; the intra-cell nodes in any pack with series-connected 

cells shall be accessible to facilitate monitoring of overcharge 

conditions. Even if a pack design includes integrated cellbalancing, a node access connector shall still be included to 

facilitate a sUAS which might monitor node voltages for 

safety purposes. Alternatively, a pack with integrated cellbalancing or other self-monitoring circuitry may provide the 

node voltage or other sufficient health information through a 

data bus rather than a node access connector.

7.1.6 Thermal Performance—Life cycle and cell capacity

deteriorate when a cell reaches temperatures beyond the 

characteristic thermal threshold (CTT) specific to the 

particular chemistry. In the case of lithium chemistries, as an 

example, the upper CTT has been found to be 140°F (60°C). 

The battery pack shall therefore be designed to minimize 

internal heat generation during operational discharge. Effects 

of cell internal resistance, tab resistance and pack capacity 

should be consid-ered in combination when evaluating their 

effect on self-heating. If a continuous discharge current is to 

be specified or advertised for the pack, that rating is to be for 

operation at no greater than the CTT of its constituent cells. 

Performance to this criteria shall be validated and recorded by 

the pack designer or other supplier’s operational testing.

8. Maintenance

8.1 Maintenance of the pack and the recording of maintenance data is the responsibility of the user. The pack chemistry 

and demands of the application determine the frequency of 

periodic testing required to evaluate the performance of the 

pack throughout its life cycle. The designer of the sUAS

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:39:30 EDT 2015 4
68

F3005 − 14a

system shall perform a reasonable amount of testing to 

determine this frequency and the minimum capacity that is 

required for the pack to be deemed flight-worthy.

8.1.1 Charging—Charging systems designed for the 

specific battery chemistry shall be used. Multi-chemistry 

chargers are acceptable but shall be programmed such that the 

specific pack chemistry is charged accordingly.

8.1.1.1 Series-Cell Balancing (Lithium Chemistries)—All 

Li batteries shall be charged using equipment that provides 

precise balance charging. Alternatively, a conventional 

bipolar charger may be used if the pack has integrated cellbalancing circuitry. For added safety, charging may be done in 

a flame-and explosion-resistant enclosure.

8.1.1.2 Temperature Change (Lithium Chemistries)—A decrease in capacity of a lithium cell can result from receiving a 

charge at low temperatures or from temperature decrease 

following a full charge cycle. A lithium pack should therefore be 

subjected to a load or protected from significant temperature 

decrease after receiving a full charge. To further aid in mitigation 

of this risk, the charging system should test the battery condition 

before charge, adjust for ambient temperature and provide 

recording and diagnostics for all charges.

8.1.1.3 Physical Inspection—Prior to charging, every pack 

shall be inspected per the criteria established by 8.1.4. If no 

defects are found the pack may be charged.

8.1.2 Routine Evaluation—Pack capacity should be measured and recorded once each 100 cycles during normal 

operations. The following provide guidance for the servicelife of a pack:

8.1.2.1 Test Marking—As a minimum, the recording of data 

obtained by periodic testing should be implemented by 

labeling the individual pack with its capacity and the date on 

which it was tested.

8.1.2.2 High Utilization—In an environment in which operations regularly require DOD exceeding 80 %, additional 

emphasis should be placed on periodic maintenance to ensure 

that adequate capacity is retained.

8.1.2.3 Low Utilization—Pack capacity should be validated 

and the data recorded in a battery log at any time a pack is 

utilized after storage for a period of three months or more.

8.1.2.4 Service Limit—Packs that have lost 20% of their 

rated capacity should be removed from service.

8.1.3 Storage—The pack shall be charged/discharged to a 

level that is optimal for storage based on the particular 

chemistry. All Li packs should be stored at approximately 

one-half capacity or at the supplier-specified charge level for 

long term storage any time a pack is out of service for more 

than one month.

NOTE 1—Most Li chemistries have very low self-discharge rates 

(depending on the current draw of any integral circuitry), but are 

susceptible to degradation if subjected to temperature decrease when left 

fully charged. Other chemistries have self-discharge rates that require that 

the pack be either float-charged periodically or charged cyclically once 

each month of storage. Recommendations provided by the supplier 

should be followed.

8.1.4 Damage Evaluation—A pack that has been involved 

in a crash or any event that has resulted in physical damage 

shall be evaluated to determine if it must be disposed of or if it 

is repairable and fit to return to service.

8.1.4.1 Disposal—The pack shall be disposed of if any of

the following conditions are observed:

(1) Electrolyte leakage;

(2) Odor (even in the absence of visible damage, an

obvious odor shall be considered evidence of a deteriorated 

pack);

(3) Punctured or crushed casing;

(4) Severe swelling (moderate swelling in LiPo packs is

typical and not cause for disposal);

(5) Mechanically stressed electrical connector.

8.1.4.2 Return to Service—To be deemed fit for service; the

pack shall be subjected to a complete charge/discharge cycle 

to verify its capacity is within the service limit per 8.1.2.4. A 

permanent record of the pack, identified by serial number shall 

be created describing the damage, the date of the incident and 

any repairs made.

9. Keywords

9.1 small unmanned aircraft system battery; sUAS system 

battery
69

ASTM International takes no position respecting the validity of any patent rights asserted in connection 

with any item mentioned in this standard. Users of this standard are expressly advised that determination of 

the validity of any such patent rights, and the risk of infringement of such rights, are entirely their own 

responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be 

reviewed every five years and if not revised, either reapproved or withdrawn. Your comments are invited 

either for revision of this standard or for additional standards and should be addressed to ASTM International 

Headquarters. Your comments will receive careful consideration at a meeting of the responsible technical 

committee, which you may attend. If you feel that your comments have not received a fair hearing you 

should make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West 

Conshohocken, PA 19428-2959, United States. Individual reprints (single or multiple copies) of this standard 

may be obtained by contacting ASTM at the above address or at 610-832-9585 (phone), 610-832-9555 (fax), 

or service@astm.org (e-mail); or through the ASTM website (www.astm.org). Permission rights to photocopy 

the standard may also be secured from the ASTM website (www.astm.org/ COPYRIGHT/).

Appendix B: UAV OPS, LLC DJI Phantom 3 User Guide:

http://www.dji.com/product/phantom-3/download

Appendix C: UAV OPS, LLC DJI S1000 User Guide:

https://www.dji.com/product/spreading-wings-s1000/download
70

Appendix D: UAV OPS, LLC Turbo Ace Matrix User Guide:

Turbo	Ace	MATRIX

Turbo Ace MATRIX

Quadcopter User Manual

V11

© 2013 Turbo Ace
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Table of Contents

INTRODUCTION .........................................................................................................4

1.1 Welcome to the World of Quadcopters ...........................................................4

1.2 Important Instructions......................................................................................4

1.3 Quick Start .......................................................................................................7

1.4 Features............................................................................................................8

1.5 Specifications...................................................................................................8

1.6 Flight Controller Specifications.......................................................................9

1.7 Packing List .....................................................................................................9

1.8 Caution & Safety............................................................................................10

1.9 DOA Claim....................................................................................................11

DIAGRAMS AND PARTS.........................................................................................12

2.1 Top View .......................................................................................................12

2.2 Profile View...................................................................................................13

2.3 Part Specifications .........................................................................................13

2.4 Technical Parameters.....................................................................................14

2.5 Parts List ........................................................................................................15

MATRIX SETUP.........................................................................................................16

3.1 Unpacking the MATRIX ...............................................................................16

3.2 Skid Landing Leg Assembly..........................................................................16

3.3 Mounting Propellers.......................................................................................17

3.4 Battery Requirements & Installation .............................................................17

ELECTRONICS SETUP & ADJUSTMENT for Walkera Devo 10 Transmitter .......19

4.1 ESC Programming for Transmitter (A Must Setup For ARF).......................19

4.2 Transmitter Calibration for Transmitter (Required Setup For ARF).............21

4.3 Transmitter & Receiver Compatibility Table (For ARF Only) .....................26

4.4 Receiver, Flight Controller & Auto-stabilization Setup ................................27

4.5 Transmitter Settings (For ARF Only)............................................................29

4.6 Transmitter Flight Control & Gain Adjustments (For ARF Only)................30

4.7 MATRIX Wiring Connection Chart for Devo 10 & RX1002 .......................31

ELECTRONICS SETUP & ADJUSTMENT for Spektrum DX 8 Transmitter ..........32

4.1 ESC Programming for Spektrum DX 8 Transmitter (A Must Setup For ARF)32

4.2 Transmitter Calibration for Spektrum DX 8 Transmitter (A Must Setup For ARF)

34

4.3 Transmitter & Receiver Compatibility Table (For ARF Only) .....................39
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4.4 Receiver, Flight Controller & Auto-stabilization Setup ................................40

4.5 Transmitter Settings (For ARF Only)............................................................42

4.6 Transmitter Flight Control & Gain Adjustments (For ARF Only)................43

4.7 MATRIX Wiring Connection Chart for Spektrum DX 8 & AR8000 ...........45

ELECTRONICS SETUP & ADJUSTMENT for Futaba 14SG Transmitter...............46

4.1 ESC Programming for Futaba 14SG Transmitter (A Must Setup For ARF) . 46

4.2 Transmitter Calibration for Futaba 14SG Transmitter (A Must Setup For ARF)

48

4.3 Transmitter & Receiver Compatibility Table (For ARF Only) .....................53

4.4 Receiver, Flight Controller & Auto-stabilization Setup ................................54

4.5 Transmitter Settings (For ARF Only)............................................................56

4.6 Transmitter Flight Control & Gain Adjustments (For ARF Only)................57

4.7 MATRIX Wiring Connection Chart for Futaba 14SG & R7008SB..............58

TESTING & OPERATIONS.......................................................................................59

5.1 Tie-Down Flight Test.....................................................................................59

5.2 Actual Flight Test & Training........................................................................60

5.3 LED Light Description for NAZA-Lite.........................................................62

5.4 LED Light Description for NAZA-V2 ..........................................................63

5.5 Battery Tips....................................................................................................63

CAMERA MOUNT SETUP........................................................................................65

6.1 Gyrox Brushless Gimbal Setup......................................................................65

6.2 MATRIX CAMERA MOUNT SERVO CONTROL SETUP.......................66

6.3 Flight Control Adjustment for Auto-Stabilization.........................................68

6.4 Basic Gain and Attitude Gain Adjustment for Stabilization..........................69

MAINTENANCE & REPAIR.....................................................................................70

7.1 Replacing Motors (For Repairs Only) ...........................................................70

7.2 Replacing ESC (For Repairs Only)................................................................71

7.3 Replacing Extension Arms (For Repairs Only).............................................72

FIXED ID BIND for Walkera Devo 10.......................................................................74
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INTRODUCTION

1.1	Welcome	to	the	World	of	Quadcopters

The MATRIX is spawning a new era in super quadcopter design. Its larger & powerful 

motors, propellers and batteries offer up to three times the flight time and payload of a 

traditional quad. The extra payload and flight time allow you to carry a variety of 

cameras to produce unmatched cinematic quality video. Sporty low-profile architecture, 

its triple carbon fiber deck supports an extra wide 1000mm wingspan that folds down to 

fit inside an optional aluminum carrying case (no dismounting and remounting of 

propellers, landing skids or gimbal required). The MATRIX's ideally positioned camera 

mount on the nose offers wide angle views unobstructed by propeller shadows, 

reflections and landing skids. Its well-balanced center of gravity, with battery and gimbal 

position flexibility, greatly reduces swinging and improves the video quality of the 

traditional under-mounted battery/gimbal design.

Quadcopters are loosely classified into several categories - from toys for amusement to 

complex units for professional video, science & research. Now, a new class of quadcopter 

is emerging for commercial applications. The Turbo Ace MATRIX is the clear leader in 

this group with a list of outstanding features: advanced PC interface (so you can update 

or customize the flight controller), cutting edge auto-stabilizing mode for videographers, 

anti-vibration mounts, dynamically balanced motors for high definition video production, 

and a host of other upgrades to improve reliability. Unlike most quadcopters, the 

MATRIX is fully assembled and tested in the USA for outdoor flight and it is ready to 

produce high quality video right out of the box. If you are starting from scratch, the 

MATRIX RTF package even includes a paired transmitter that is fully programmed and 

calibrated. If you already have a transmitter, all you need is an ARF package. For 

additional cross-training, you can choose from our optional professional Phoenix flight 

simulator, an easy-to-fly helicopter, and/or a mini Walkera QR X350 quad. As with all 

Wow Hobbies’ featured RC helicopters, MATRIX parts, upgrades and accessories are 

fully supported online and locally in the USA.

1.2	Important	Instructions

* Read the entire Matrix Instruction Manual on your included USB flash drive before you 

operate the Matrix.
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* Follow the instruction manual for a tied down flight test on a bench. This is the safest way to 

make sure the Matrix quadcopter has not been damaged during shipping.

* Foldable Matrix aluminum arms operate on guiding carbon tracks with keyed circular locks on 

each end. To release the arm from the folded or operating ends of the track, please unscrew the

arm bolt counter-clockwise for a height of 1/8” before the lock will release. If the bolt is not

unscrewed to a sufficient height, you may risk scratching the carbon track.

* Prior to each takeoff, make sure the GPS antenna/compass is erected from the folded position 

and screwed down.

* When mounting a propeller, use loctite and make sure the propeller clamp sits flat against the 

top of the propeller. Even new propellers may need to be balanced if vibration shows on video. 

Use a blade balancer with heavy gauge tape adhered to the underside of the blade for balance. In

bright sunlight, the GoPro 3 may show rolling shutter jello. Use ND8 filter if necessary to slow 

down its shutter speed.

* Battery must be positioned by moving it backward and forward until the front and back weights 

are balanced from the center point of the Naza flight controller. You can lift the matrix up with a 

finger on each side of the matrix to check the balance (see manual for details). The battery can be 

placed either on top or bottom of the Matrix.

* Camera must be balanced like a seesaw on a brushless gimbal, otherwise the gimbal motors will 

be stressed and vibrate.

Maintaining	the	Matrix’s	LiPo	Batteries

* Matrix batteries are made up of 6 cells and each cell must be maintained between 3.7V to 4.2V. 

The total voltage for Matrix batteries should be maintained between 22.2V (3.7Vx6) and 25.2V

(4.2Vx6) without load. It’s very important to keep each cell above 3.7V. A cell is at risk of being 

damaged or life shortened at 3.67V per cell without load.

* Each Matrix battery includes a yellow charging/discharging plug and a white balancing plug. 

Both plugs must be plugged in to charge the battery. The yellow plug with thicker gauge wires 

enables a faster charge rate, while the white plug with 1 small red wire and 6 small black wires 

enables the charger to balance charge 6 individual cells. When all 6 cells reach approximately 

4.2V each for a total of 25.2V, the charger will automatically stop.

* A battery meter is one of the easiest way to monitor voltage for any LiPo battery. There

are seven pins on the battery meter. One of the pins is marked with a “-” symbol, which should
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line up with the black wire of the battery’s white balancing plug. The first number displayed is 

the total voltage of the battery, followed by each individual cell.

Before	&	After	Each	Flight

* Attitude mode is the most reliable way to fly for experienced pilots, as it is not susceptible to 

GPS interference. GPS mode is commonly used by beginners, but once more experience is 

acquired, attitude mode is highly recommended (you can still use GPS mode as a backup). When 

orientation is lost, do not panic. Just flip to GPS mode and let go of the cyclic stick, and GPS will 

take over. Do not to attempt to recover the craft with the cyclic stick. There is a certain time of 

the year in which solar flare may interfere with GPS. To recover the craft in such a case, switch to 

manual (not attitude) mode. Please be aware that if the Matrix has passed through airport X-ray 

screening, near a magnet or has been relocated more than 30 miles from where it was originally 

calibrated, the GPS may need to be recalibrated depending on the geographic latitude at which 

you are located (see manual).

* Before each flight, always turn on the transmitter first, then plug in the Matrix battery. Then, 

you need to allow enough time for the flight controller and GPS to warm up and initialize. The 

Naza Lite takes approximately 2 minutes to warm up. The yellow LED light will turn off when 

the Naza Lite is ready for use.

* After each flight, always unplug the Matrix battery first, then turn off the transmitter. If you

forget, the quadcopter and/or transmitter will continue to drain power and the battery will be 

damaged.

Dos

* Do initialize the Matrix & takeoff from a large, leveled surface.

* Do implement a pre-flight checklist & use it consistently before takeoff.

* Do unplug the Matrix battery when maintaining or upgrading the quadcopter.

* Do dismount propellers if battery is plugged in while updating the flight controller.

Don’ts

* Don’t operate near people or pets & do not allow people to approach an operating quadcopter.

* Don’t use magnets (e.g. magnetized screwdrivers & tools) in close proximity to the GPS 

antenna/compass.
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* Don’t attempt to catch a quadcopter.

1.3	Quick	Start

The MATRIX has a convenient foldable arm / landing skid design. When you first 

remove it from the box, please make sure that the GPS antenna (See diagram 2.5) is 

erected and properly tightened by turning the top locking cylinder in a clock-wise 

direction. Next, loosen the arm screws located on top of the folding track. These screws 

are keyed so they must be loosened and raised by about 1/8 of an inch in order for the 

arms to fold, unfold the arms, and tighten them back in a clock-wise manner. Make sure 

the round key located on the bottom of the screw is securely locked into the circular key 

on the track. When it is properly locked in, it will prevent the arms from accidentally 

folding during flight. Next, if you wish to fold the landing skid, you may loosen the 2 

side screws on each of the 4 legs. Pull the leg down to lengthen it. Tighten the 2 screws 

back on each of the landing skid legs. Refer to section 5 TESTING & OPERATIONS 

(Please DO NOT install the propellers during the testing procedure). Attach the battery to 

either on top or bottom of the Matrix. Lift the Matrix up with one finger on each side 

from the center of Naza flight controller. Move the battery until the Matrix is leveled like 

a see-saw with equal weight on both sides. See Figure 3.4.4. It is important to note that 

the Matrix will not fly properly and may lose control and crash if the center of gravity is 

not balanced at the middle of the Naza flight control. Turn on the transmitter and within 2 

seconds plug in the MATRIX battery to bind. If your unit comes with DJI NAZA, please 

observe the blinking yellow LED light located behind the quad, which indicates the 

controller is in warm up stage. Wait for about 2 minutes until the yellow light stops 

flashing. Please check the LED light description at section 5.3 and 5.4. Attitude mode is 

the most reliable way to fly for intermediate to advance level pilots as all GPS is 

susceptible to interference and sun spots activities. However, GPS remains to be the 

easiest and the safest way to fly for beginners. Select the attitude mode from your 

transmitter, if you are a trained pilot and use the GPS mode as a backup. Move both 

sticks of the transmitter together in one action down to the lower right or left corner to 

start the motors. Release right stick and immediately give the left stick about 10% 

throttles so the motors will not cease. It will not lift off until the throttle stick passes 50%. 

Have an experienced pilot test fly it on a bench while tied down. No defective claim is 

allowed if the unit is crashed, so please be very careful.
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1.4	Features

 Extra wide 15-inch propellers for optimum flight time

 High payload

 High efficiency voltage with 6 cells Li-Po battery

 Unobstructed front positioned camera mount

 Center of gravity rolling camera compensation

 Quick foldable design for easy portability

 Advanced Multi-Counter-Rotating Rotor System designed for outstanding stability

& performance

 Intelligent Programmable Flight Controller

 Built-in Altitude Hold when throttle stick is released at 50% Throttle

 Flight Controller with PC software interface

 Dual Flight Mode: Sport Flying Mode & Auto Leveling Aerial Video Mode

 Advanced Gyro with 6-DOF Motion & MEMS Sensor Technology

 Full Compatibility with Standard 2.4GHz Systems

 4 Dynamically Balanced C4234 Brushless Motors with outstanding power and 

minimal vibration

 4 Independent 40A ESCs for Outstanding Performance, Reliability & Ease of 

Maintenance

 Square Anti-Twist Mount Impact-Resistant Propellers with low noise operation

 High Payload suited for professional camera & video equipment

 Optional Single Axis Quadruple Anti-Shock Camera Mount (available)

 Optional High Capacity 8000mAh Batteries for extended flight (available)

 Optional FPV Integration (available)

 Optional Sports Mode for faster flight capability

1.5	Specifications

Three models: MATRIX Lite, MATRIX Silver, and MATRIX Black

 Dimensions including propellers: 1000 mm × 392 mm × 135 mm

 Motor: 4 x 42mm Outrunner Brushless Motors

 ESC: 4 x 40A Electronic Speed Controllers

 Propellers: 2 x CW and 2 x CCW, 15 inches carbon

 Receiver & Transmitter Requirements: 2.4GHz 6 to 14 Channel RX/TX Pair

 Standard Battery: LiPo 6S (22.2v) 5300mAh 20C 1P. Flight time 15 min
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 Optional Battery: LiPo 6S (22.2v) 8000mAh 20C 1P. Flight time 25 min

 Weight Without Battery & Camera mount:3.5 lbs

 Maximum Payload: 3.5 lbs. For proper operation and stability please limit the 

payload to 2.5 lbs.

 Wind Tolerance: Class 5

1.6	Flight	Controller	Specifications

Supported Multi-rotor Quad-rotor I4, X4 / Hex-rotor I6, X6, IY6, Y6

Supported ESC output 400Hz refresh frequency

Recommended Transmitter PCM or 2.4GHz with a minimum of 4 channels

Working Voltage Range

MC:4.8V~5.5V

VU: 7.2V ~ 26.0 V (recommend 2S ~ 6S LiPo)

Power Consumption

MAX1. 5W (0.3A@5V)

Normal:0.6W (0.12A@5V)

Operating Temperature -10°C ~ 50°C

Assistant Software System Requirement Windows XP sp3 / Windows 7

Max Yaw Angular Velocity 200°/s

Max Tilt Angle 45°

Ascent / Descent ±6m/s

MC:25g

Weight VU:20g

GPS:21.3g

MC: 45.5mm x 31.5mm x 18.5mm

Dimensions VU: 32.2mm x 21.1mm x 7.7mm

GPS & Compass 46mm(diameter)x9mm

Three Modes Autopilot

Enhanced Fail-safe

Built-In Functions Low Voltage Protection

S-Bus Receiver Support

2-axle Gimbal Support

1.7	Packing	List

 USB 8GB Flash Drive with test flight video, application software and the MATRIX 

User Manual
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 1 x Turbo Ace MATRIX Quad Flyer (3 x Body Plates – Top Cover, Middle, Bottom, 

4 x Motors, 4 x ESC, Flight Controller)

 2 x CCW Propellers (1555 Type) & 2 x CW Propellers (1555R Type)

 Programming USB-to-Micro USB Cable to link to your PC

 2 x Velcro Battery Strap (on Matrix) 1 x Velcro Battery Strap

 Batteries: Included with RTF Package but not included with ARF Package

 Receiver: Included with RTF Package but optional on ARF Package

1.8	Caution	&	Safety

 As the operator of the Turbo Ace MATRIX, it is your responsibility to follow all 

proper procedures, protocols and precautions to ensure the safe operation of the 

MATRIX. The operator must wear safety glasses and any bystanders must be

protected in a safe area. Do not operate the MATRIX in the proximity of 

children, pets, cars and other vulnerable property. The owner and the operator of

the MATRIX assumes all liability for any damages caused in the operation of the 

MATRIX, including but not limited to personal injury, equipment and property 

damage.

 If your package includes a transmitter radio, do not pull on the transmitter’s

antenna when removing it from the foam packaging tray. Remove the transmitter

by pulling on the neck strap holder.

 Since the MATRIX propellers are dismounted for shipping purposes, you must first 

follow the setup instructions in this user manual to mount the propellers. Any attempt 

to skip procedures will end in a bad crash.

 Do not be tempted to fly a new and large RC aircraft, such as the MATRIX, out 

of the box, especially after shipping. Prior to its maiden flight, please tie the 

MATRIX down to a stationary workbench for 3 battery test flights. Any crashed

aircraft is not eligible for dead-on-arrival or any other defective equipment claims. If 

you are new to RC equipment, please seek the help of an experienced RC equipment 

operator to prevent damage and injury.

 If you have purchased a MATRIX ARF package, you must first program the 

end points of each ESC then calibrate your transmitter to the MATRIX (See 

Section 4.2). If you are using your own transmitter you must reprogram each 

ESC independently. (See Section 4.1). Any attempt to fly without proper transmitter

calibration and ESC programming will result in a crash and it will invalidate any
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DOA claim. If you have purchased an RTF (ready-to-fly) unit with transmitter, please 

ignore these steps.

 Additional Velcro should be added on the flight battery to prevent the battery sliding 

from side to side.

 Operator must tie down MATRIX and remove all propellers when it is hooked 

up to a computer. Any incorrect settings or values may trigger an accidental motor

startup. Turbo Ace, its distributors and dealers are not liable for any damages caused 

by mishandling of the MATRIX and its associated equipment.

 Operator should use Loctite to secure all necessary screws on the MATRIX, 

excluding propeller locking screws. Blue Loctite can be applied directly to the

screw and should not come in contact with any plastic propellers or parts which will 

crack during flight. Please do not use red Loctite, as it can only be removed with 

extreme heat.

1.9	DOA	Claim

Even though the main assembly with attached electronics has been assembled and tested 

in the USA before it is shipped to you. If your package includes a receiver or transmitter, 

the whole package will be tested as a complete set. If your order does not include a 

transmitter, you will be required to program the end points of each ESC and calibrate 

your transmitter.

 DOA (Dead-On-Arrival) must be claimed within 24 hours of receipt.

 Do not return any products without authorization. If you need to return a product for 

service, you will need to acquire a Return Merchandise Authorization (RMA 

Number) through e-mail (support@wowhobbies.com) or our website. If we don’t 

have a record of your request, your returned product will be rejected.

 No DOA claims can be made when you pick up your MATRIX from our store 

because it will be test flown live before you take it home.

 No DOA claims can be made once the device has been crashed, including, but not 

limited to, blades tipping on the ground or any equipment failure after shipping that 

was not uncovered by skipping the 3 battery test flights with the tie-down bench test.

 There is no warranty, return or exchange on all RC products.
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DIAGRAMS	AND	PARTS

2.1	Top	View
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2.2	Profile	View

2.3	Part	Specifications

No. Part Specifications QTY Units Remarks

1 Chassis Carbon Fiber 1 SET

2 Arm

High Strength

4 PCS

Aluminum Tubing

3 Skid Landing Carbon Fiber 4 SET

4 Motor

C4234 400KV

4 PCS

Brushless Motor

1555 (Normal),1555R

5 Propeller

(Reverse)

4 PCS

15-inch Carbon Fiber with

high fiber & low resin content

6 Head Hangers

Elastic Damping, Shock

1 SET

Absorber Suspension

7 ESC

6S 40A high-Speed Electronic

4 PCS

Controller
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8

Flight Control DJI NAZA- LITE / DJI

1 PCS

System NAZA V2

2.4	Technical	Parameters

Width Diameter From Outer Edges of Motors 765 mm ±3mm

Extended

Diameter From Extended Propellers 1111 mm

Width

Motors Center Diameter From Center of Motor to Center

724 mm ±3mm

to Center of Motor on Opposite Side

Height

Bottom of Skid Landing to Top of Motor 132 mm

Cover (including GPS Compass) (200 mm)

Propeller

2 x CW & 2 x CCW 381 mm

Battery

LiPo 6S 22.2V

Single Weight

No battery, receiver, load 3.3 lbs ±10g

Flight Distance Limited by Sight & the

Receiver/Transmitter

Flight Time

6S 5300mAh, 1P Battery, receiver 20 minutes No wind hover

Wind strength ≤5 Class
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2.5	Parts	List
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Turbo	Ace	MATRIX

MATRIX	SETUP

3.1	Unpacking	the	MATRIX

Remove all MATRIX contents from the box. To avoid damaging the transmitter 

antenna, do not pull on it to remove the transmitter out of the box. Instead, pull on the 

neck strap to safely remove the transmitter from the box.

3.2	Skid	Landing	Leg	Assembly

Figure 3.2-1 Four sets of Skid Landings disassembled

(1) Please skip this section if your unit comes fully assembled. Take two 15mm 

3.0mm posts (Female/Female) and screw on both sides of the skid landing plates 

on the bottom two holes (as indicated in Figure 3.2-2).

(2) Take one inner skid bracket and screw on both sides of the skid landing plates on 

the top hole (as indicated in Figure 3.2-2).

(3) Repeat steps 1 – 2 for the remaining three Skid Landings.

Inner skid bracket 

15 mm post 

15 mm post 

Figure 3.2-2 Four sets of Skid Landings assembled Figure 3.2-3 One Skid Landing Leg
10

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Turbo	Ace	MATRIX

3.3	Mounting	Propellers

There are a total of 4 propellers in your package.

(1) Unscrew and remove the propeller screws from the motor and remove the motor 

cover.

(2) Due to the precision needed to reduce vibration, the propellers are design to fit 

tightly on the motors. Using the figure below, insert labeled propeller to 

corresponding motor. Motors #1 & #3 use Counter Clockwise propellers and 

motors #2 and #4 use Clockwise propellers. Failure to mount the correct 

propeller(s) on the designated motor will result in a crash.

(3) Over tightening the motor cover screw may damage the motor aluminum threads. 

Repeat this for all 4 propellers.

3.4	Battery	Requirements	&	Installation

(1) Standard Battery: 6-S LiPo, 22.2V, 5300mAh, 35C, 1P

(2) Optional Extended Flight Battery: 6-S LiPo 22.2V, 8000mAh, 25/50C, 1P

(3) Release the two wide Velcro battery straps on the tail of the MATRIX bottom 

plate. Make sure a Velcro strip is added to the battery and the body of the Matrix 

to prevent it from sliding. Secure it with the two wide Velcro battery straps.
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Turbo	Ace	MATRIX

(4) Move battery forward/backward until weight is equal from center of the Naza 

flight controller. You can balancing the Matrix like a see-saw by lifting it up 

with fingers on each side of the Naza Flight controller until it is leveled. Your 

camera, propellers and all devices must be installed before balancing. See 

diagram 3.4-1

(5) Do not plug in the battery at this time.

Figure 3.4-1 Balance at center of gravity
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ELECTRONICS	SETUP	&	ADJUSTMENT	

for	Walkera	Devo	10	Transmitter

If you have purchased an RTF package, please skip Section 4.1 through 4.5

because all settings are already complete and your MATRIX and transmitter have 

been paired and test flown as a set. Unless you are familiar with the settings, any 

changes might override the factory’s setting and disable the aircraft, affecting its 

performance and flight reliability.

If you have purchased an ARF package, you must complete Section 4.1 ESC

Programming and Section 4.2 Transmitter Calibration. MATRIX ESCs needs to 

reprogram independently. Also, in order for a flight controller to work properly, your 

specific transmitter has to be calibrated to work with each new MATRIX. Crashes 

will be imminent if you skip these one-time procedures to match a MATRIX with a 

transmitter.

4.1	ESC	Programming	for	Transmitter	(A	Must	Setup	For	ARF)

Video Instruction:

How to calibrate the ESC for MATRIX: 

https://www.dropbox.com/s/zcf72jgoeng92c9/How%20to%20calibrate%20the%20ES

C.MP4

Please skip this ESC programming step if you have purchased RTF unit, since all 

ESC have been re-programmed. Please follow the steps below very carefully, as they 

will only take a few minutes.

(1) Very important: Remove all 4 propellers from the motors for safety.

(2) Double check to make sure all ESC connectors are marked/labeled (#1 

through #4 matching the connectors on the flight controller #1 through #4) 

so that you will be able to keep track of the corresponding connectors when 

you need to put them back later.

(3) Disconnect all 4 ESC connectors from the NAZA flight controller so they 

may not interfere with each other’s programming.

(4) Move the throttle stick all the way down. Now turn on the transmitter.
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Turbo	Ace	MATRIX

(5) Disconnect X3 on NAZA flight controller and plug into AUX1 on the 

receiver.

(6) Insert one of the labeled ESC connectors into the receiver’s throttle channel 

port while watching for the correct polarity. Black/dark brown wires are 

usually on the edge of the receiver. Please verify polarity in your receiver 

manual if you are not using the stock Walkera receiver.

(7) Move the throttle stick all the way up.

(8) Within 3 seconds, connect the battery to the MATRIX’s battery plug (The

MATRIX battery plug is still connected to all 4 ESCs but only one ESC 

should be connected to the receiver at a time.)

(9) When the ESC makes 1 beeping sounds, immediately move the throttle stick 

all the way down. The ESC will then make 2 beeping. (If you did not hear 

the 1 beeping sounds when entering programming mode or you did not hear 

2 beeping after the ESC have completed its programming then you need to 

move throttle all the way down and disconnect the battery from the 

MATRIX battery plug and repeat from step #6 to #9 for the ESC.) If you did 

not experience any problems, then you have completed programming on this 

ESC which now retains the high and low end point data in its memory.

Disconnect the battery from the MATRIX’s battery connector then 

disconnect the ESC connector from the receiver.

(10) Repeat this process for each ESC from Step#6 through Step#9. Please make 

sure you have programmed all 4 ESCs by starting from the #1 labeled ESC 

and finishing with #4 labeled ESC. Your transmitter power should remain in 

the power on position throughout the entire process of programming all 4 

ESCs.

(11) After you have successfully re-programmed all 4 ESCs, unplug the battery 

from the MATRIX battery plug then turn off the transmitter.

(12) Insert the 4 ESC connectors, labeled #1 through #4 back to corresponding 

M1 through M4 ports on your NAZA flight controller. The black/dark 

brown wire (-) for each of the ESC connectors are closest to the red NAZA 

label of the flight controller.
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4.2	Transmitter	Calibration	for	Transmitter	(Required	Setup	For

ARF)

Video Instruction:

How to set up your transmitter calibration for MATRIX: 

https://www.dropbox.com/s/s4vhtkqq1v3r0px/How%20to%20set%20up%20your%20

transmitter%20calibration%20for%20X830.MP4

How to set up your autopilot and voltage setting for MATRIX: 

https://www.dropbox.com/s/vfaa6tcf8v4qdc2/How%20to%20set%20up%20your%20

autopilot%20and%20voltage%20setting%20for%20X830.MP4

If you have purchased your MATRIX with a transmitter (RTF package) please skip 

this section because we have already completed the calibration. If you are using a 

transmitter that has never been paired with your new MATRIX, you will need to 

calibrate your transmitter to the MATRIX flight controller using the following 

procedure. Any change to the quadcopter or setting change to the transmitter might 

require transmitter calibration.

(1) Very important!! Remove all 4 propellers from the motors for safety.

(2) Tie down your MATRIX

(3) Turn on your transmitter radio.

(4) Connect battery to the MATRIX battery connector.

(5) Connect the provided Programming USB Cable from your PC computer’s

USB port (XP or WIN7 or WIN8) to the Micro USB port on the MATRIX 

communication port (on the LED side panel of the MATRIX). (If the 

computer does not recognize the USB, the USB driver is located in the 

provided 8GB USB flash drive)

(6) Double click on the NAZAInstaller.exe located in the provided 8GB USB 

flash drive and install the NAZA ASSISTANT SOFTWARE.

(7) Double click on the application file named NAZA ASSISTANT 

SOFTWARE. Wait for the program to start up.

(8) Click MOUNTING Use to input the distance between GPS and Main Flight 

Controller.

(9) Click MOTOR MIXER

MIXER TYPE: Please select Quad-rotor X and remember to click WRITE 

after you update any settings (WRITE is #7 on top of FIGURE 4.2)

(10) Click TX CALI
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Figure 4.2-1 NAZA Assistant Software Program Screenshot

(1) RECEIVER TYPE: Please choose “TRADITION” for Walkera or Spektrum 

or Futaba receiver.

(2) CUT OFF TYPES: Default setting from WOW is “IMMEDIATELY”.

(3) COMMAND STICKS CALIBRATION: Click START to begin the 

calibration process. Please make sure to move both sticks to their end points. 

This means you are moving both sticks all the way up, down, left and right. 

(Note: If a transmitter stick is moved left or down, one of the on-screen sliders 

will move to the left. If a transmitter stick is moved right or up, one of the onscreen sliders will move to the right. If slider is moved at the opposite 

direction, click the NORM or REV to reverse the direction of the slider 

movement)

 Throttle/Yaw Stick controls “T” (Throttle): Stick down and “T” slides left

(reduce Power) & stick up and “T” slides right (increase Power).

 Throttle/Yaw Stick controls “R” (Rudder): Stick left and “R” slides left (nose to 

the left) & stick right and “R” slides right (nose to the right).
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 Directional Stick controls “E” (Elevator): Stick down and “E” slides left (tilts 

back) & stick up and “E” slides right (tilts forward)

 Directional Stick controls A (Aileron): Stick left and “A” slides left (leans left) 

& stick right and “A” slides right (leans right).

After Calibration, place all sticks at the center which will turn all sliders green. At this 

point click FINISH to end.

(4) STICKS MONITOR is not used at this time.

(5) CONTROL MODE SWITCH: (Please see Section 4.7 MATRIX Wiring 

Connection Chart)

Setting the GPS Attitude and Attitude and Manual Mode on the Mix on 

Walkera Devention Transmitter:

Setting the GPS, Attitude and Manual Mode on the Mix Switch on MATRIX:

(1) The NAZA Assistant screen should show a Control Mode Switch with GPS | 

Fail Safe | A | Fail Safe | M. (The “GPS” represent the GPS Mode, the “A” 

represent “Attitude Mode” and the “M” represent “Manual Mode”.) You need 

a 3 position switch for the Control Mode Switch. For example: When using 

Devention 10 and RX 1002, the Control Mode Switch is assigned to the MIX 

SWITCH on the transmitter. This is done by connecting the Receiver’s Gear 

channel to the Flight Controller’s “U” channel (See FIGURE 4.2). Then press

ENT on the Devo 10



Model Menu



Device Output



Gear and select MIX 

SW by press L or R and make sure Function shows ACTIVE.

(2) Now you need to make sure when the MIX SWITCH is flipped forward (away 

from you) the switch will change the flight controller to “GPS Mode”. If the

Control Mode Switch (See FIGURE 4.2 bottom) slider is closer to “M” or “A”, 

then the Control Mode Switch slider is in the wrong position. To bring the

slider closer to “GPS”, press ENT button on your transmitter



Function 

Menu



Reverse Switch



Gear and reverse your GEAR SWITCH setting 

(which is now set to your MIX SWITCH setting) by pressing L or R. This 

change will bring the Control Mode Switch slider closer to “GPS”.

(3) Move your MIX SWITCH to the middle position to set the midpoints for the 

middle position first. If the “A” segment turns blue please skip to Step #5.

(4) If the “A” segment does not turn blue, press ENT on your 

transmitter



Function Menu



Sub Trim



Gear and adjust your GEAR
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SWITCH’s midpoint by pressing the L or R button until “A” segment turns 

blue.

(5) Flip the MIX SWITCH forward (away from you). If the “GPS” segment turns 

blue then skip to Step #7.

(6) If the “GPS” segment does not turn blue, press ENT on your

transmitter



Function Menu



Travel Adjust



Gear. Use the UP/DN button 

to select -100.0% and adjust your GEAR SWITCH’s endpoint by pressing the 

L or R button until “GPS” segment turns blue.

(7) Flip the MIX SWITCH backward (towards you). If the “M” segment turns 

blue then skip to Section 4.2.11.

(8) If the “M” segment does not turn blue, press ENT on your

transmitter



Function Menu



Travel Adjust



Gear. Use the UP/DN button 

to select +100.0% and adjust your GEAR SWITCH’s endpoint by pressing the

L or R button until “M” segment turns blue.

(9) If FIXED ID BIND is used, transmitter can be turn on and off to bind and rebind, which will make fail safe testing easier (see Section Fixed ID Bind).

To test Fail-Safe, press ENT on your transmitter



Function Menu



Fail 

Safe



Gear. Use the UP/DN to adjust the Fail-Safe setting for Gear to around 

-44% and turn off transmitter to check/test if fail safe turn blue on screen (if 

fail safe does not turn blue, re-bind the transmitter and adjust Fail-Safe setting 

for Gear until fail safe turn blue while transmitter is off.) This procedure will 

make sure fail-safe is active while transmitter is off or circumstances signal 

lost during flight.

AUTO PILOT

(1) BASIC PARAMETERS: Recommend setting for Pitch set to 130%, Roll set 

to 120%, Yaw set to 90% and Vertical set to 120% and ATTITUDE GAIN is 

Pitch set to 100% and Roll set to 100%. REMOTE ADJUST is set to INH. 

Basic Gain and Attitude Gain should never set to lower than 90%, otherwise 

crash might result.

(2) ENHANCED FAILED-SAFE METHODS (GPS module is required). The 

recommended settings for enhanced failed-safe methods are GO-HOME and 

LANDING. (Please refer to DJI NAZA User Manual’s page 21 for enhanced 

failed-safe methods).

(3) INTELLIGENT ORIENTATION CONTROL (IOC): (GPS module is 

required). Check the box next to “3. Intelligent Orientation Control”. If GPS is 

installed, the settings for Devention 10 and RX 1002 are as follows. Assign
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the intelligent orientation control to the Flight Mode Switch on the transmitter, by 

pressing ENT on the Devention10



Model Menu



Device Output



Flap (AUX 

1) and selecting FMOD SW by pressing L or R (Make sure Type Select is 

Airplane mode, pressing ENT on the Devention10



model menu



type 

select



airplane) and making sure that Function shows as ACTIVE.

(1) The NAZA Assistant screen should show INTELLIGENT ORIENTATION 

CONTROL with Home Lock | Course Lock | Off. You need a 3 position 

switch for the Intelligent Orientation Control Switch. For example: When 

using Devention 10 and RX 1002, the Intelligent Orientation Control Switch is 

assigned to the Flight Mode Switch on the transmitter. This is done by 

connecting the Receiver’s Flap (AUX 1) channel to the Flight Controller’s

“X2” channel. Then press ENT on the Devo 10



Model Menu



Device 

Output



Flap (AUX 1) and select FMOD SW by pressing L or R and making 

sure the Function shows as ACTIVE.

(2) Now you need to make sure when the FMOD SW is flipped forward (toward the 

ground) the switch will change the Intelligent Orientation Control to “Off”. If the 

slider is closer to “Course Lock” or “Home Lock”, then the Intelligent Orientation 

Control Switch slider is in the wrong position. To bring the slider

closer to “Off”, press ENT button on your transmitter



Function 

Menu



Reverse Switch



Flap (AUX 1) and reverse your Flap (AUX 1) 

SWITCH setting (which is now set to your FMOD SW setting) by pressing L 

or R. This change will bring the Intelligent Orientation Control Switch slider 

closer to “Off”.

(3) Move your FMOD SWITCH to the middle position to set the midpoints for 

the middle position first. If the “Course Lock” segment turns blue, please skip 

to Step #5.

(4) If the “Course Lock” segment does not turn blue, press ENT on your

transmitter



Function Menu



Sub Trim



Flap (AUX 1) and adjust your 

Flap’s (AUX 1) midpoint by pressing the L or R button until “Course Lock” 

segment turns blue.

(5) Flip the FMOD SWITCH forward (toward the ground). If the “Off” segment 

turns blue then skip to Step #7.

(6) If the “Off” segment does not turn blue, press ENT on your

transmitter



Function Menu



Travel Adjust



Flap (AUX 1). Use the 

UP/DN button to select +100.0% and adjust your Flap (AUX 1)’s endpoint by

pressing the L or R button until “Off” segment turns blue.
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(7) Flip the FMOD SWITCH backward (towards the sky). If the “Home Lock” 

segment turns blue, then skip Step #8.

(8) If the “Home Lock” segment does not turn blue, press ENT on your

transmitter



Function Menu



Travel Adjust



Flap (AUX 1). Use the 

UP/DN button to select -100.0% and adjust your GEAR SWITCH’s endpoint 

by pressing the L or R button until “Home Lock” segment turns blue.

Home Lock only activates while MATRIX is about 30 feet (10 meters) away from the 

home position (Takeoff Position). To change the Home Lock position during flight, 

please refer to the DJI User Manual for detailed instructions and functions of HOME 

LOCK and COURSE LOCK.

4.3	Transmitter	&	Receiver	Compatibility	Table	(For	ARF	Only)

The MATRIX prefers a 2.4GHz system, but also supports 35MHz, 40MHz, and 

72MHz.

No. Brand Transmitter Receiver

1 Walkera DEVENTION 10 RX1002

2 Spektrum DX8 AR8000

3 JR DSX7 RD721

4 JR 9XII

5 WFLY FT06-C FRP06

6 Futaba 14SG R7008SB

7 Futaba 6EX R146iP

8 Futaba 10C

9 Sanwa RD8000 92777

10 Hi-TEC Eclipse7 FRP06
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4.4	Receiver,	Flight	Controller	&	Auto-stabilization	Setup

FIGURE 4.4

(1) Connect Channel #T wire from the flight controller to the THROTTLE 

channel of the receiver. Watch for polarity.

(2) Connect Channel #E wire from the flight controller to the ELEV channel of 

the receiver.

(3) Connect Channel #A wire from the flight controller to the AILE channel of the 

receiver.

(4) Connect Channel #R wire from the flight controller to the RUDDER channel 

of the receiver.

(5) Connect Channel #U wire from the flight controller to the GEAR channel of 

the receiver.

(6) Connect Gyrox brushless gimbal tilt control cable to the AUX 4 channel of the 

receiver.

(7) Connect Channel #X2 wire from the flight controller to the AUX 1 channel of 

the receiver.

(8) Connect Channel #X3 wire from the flight controller to the LED Versatile 

Unit (PMU).

Setting up MATRIX to ensure a smooth flight with GPS or Attitude mode

To ensure the smooth flight of your Turbo Ace MATRIX, please make sure that you 

setup and fly the MATRIX in GPS or Attitude mode. In order for GPS or Attitude 

mode to function, first it is important to make sure the mix switch on your radio is all 

the way forward. Please refer to Section 4.2 Transmitter Calibration. If you own a 

Walkera radio such as the Devo 10, you will need to reverse the gear channel in your 

radio so that when you flip the gear switch forward, it enables GPS or Attitude Mode.
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If you are experiencing difficulties in handling the aircraft, it may be because it is not 

in GPS or Attitude Mode.

You may skip the following setup instructions if you have purchased the Turbo Ace 

MATRIX with a transmitter radio, as we have already completed all the setup for you. 

If you have purchased a MATRIX without a radio, please see the following to make 

sure your radio is setup correctly.

Setting up and checking Turbo Ace MATRIX flight mode for GPS or Attitude 

Mode.

Plug in a 3 pin cable connector to the "INPUT" channel U of the NAZA flight 

controller. Connect the other end of the cable to the GEAR output on your receiver 

with the brown wire closest to the edge of the receiver casing (If you have a receiver 

other than a Walkera WK2801-PRO, Devention or Spektrum, please check your 

receiver manual for polarity).

MATRIX with GPS module (Assign GEAR to 3 position toggle switch, WOW 

default MIX switch for Devention 10):

Go to your radio setup, press ENT



Model Menu



Device Output



assign GEAR 

to MIX SW (MATRIX without GPS). This means that every time the MIX switch is 

flipped forward on your radio, it will toggle the GEAR output of the receiver and tell 

the controller to perform GPS Mode. If you own a Walkera radio, the gear channel in 

the radio should be changed from normal to REVERSE (Please refer to section 4.2 

Transmitter Calibration, for detail adjustment for GPS/Attitude/Manual mode) You 

can use the NAZA Assistant Software to double check the MIX switch operation after 

you have completed the above setup.

Turn on your transmitter radio (Warning: Always tie down the MATRIX and remove 

all propellers when you perform any setting changes to the transmitter or NAZA 

Assistant Software. Failure to do so may cause serious issues, as the MATRIX motor 

may start up if an incorrect value is entered). Connect the provided Programming 

USB-to-Micro USB cable from your PC computer’s USB port (XP or WIN7) to

Micro USB port on the MATRIX communication port (on the LED side panel of the 

MATRIX). Please connect this cable after the transmitter is bound to the receiver.

Double click on the NaZaInstaller.exe located in the provided 8GB USB flash drive to 

install the NAZA ASSISTANT SOFTWARE
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After completion of the installation of the NAZA ASSISTANT SOFTWARE, double 

click on the application file named NAZA ASSISTANT SOFTWARE. Wait for the 

program to start up.

Select the TX Calibration tab at the left column of the screen.

MATRIX with GPS

You will see the 5 mode tabs: GPS, Fail Safe, A, Fail Safe, M. When you flip the 

MIX switch on your radio, you will see the selection flipping between GPS and A and 

M. When the MIX switch is flipped forward, you will see GPS is selected which 

enables GPS Mode. The GPS Mode is the mode you should be using to fly your 

MATRIX. M mode has no stabilization and will make it very difficult to operate the 

aircraft.

IMPORTANT: Make sure that the MIX switch on your radio is in the

forward/middle position before taking off and during the entire flight. (Please refer to 

section 4.2 Transmitter Calibration if GPS and A and M mode do not turn blue on the 

screen when you flip the MIX switch).

4.5	Transmitter	Settings	(For	ARF	Only)

(1) Aircraft Mode: Fixed-wing airplane mode. Do not use helicopter mode

(2) Rudder: 0% to 100% with No Mixing

(3) Curve: Channel 1, 2, 3 & 4 all set to zero

(4) Gyro: Fine tune to maximize stability

(5) Move both throttle stick and throttle trim by looking at the LCD screen to the 

middle position- Very important, otherwise motors will not start

(6) Use transmitter rudder trim to adjust heading (yaw) (if changes are made to trim 

settings recalibration is required)

(7) For added stability on the MATRIX, you may choose to set the dual rate to 55%

Please double check all settings, tie down the MATRIX to a bench, and test fly it to 

check the settings. Some transmitters use random bind, which means you have to plug 

in the battery to the MATRIX within 2-3 seconds after the radio is turned on. Please 

observe the LED light located at the back of the MATRIX cover (Please refer to 

Section 5.3 LED light description). Most receivers flash before binding and remain 

solid after binding, so please make sure your receiver has been properly bound to your 

transmitter. Do not launch the MATRIX on its maiden flight until all operations are 

confirmed as normal, especially after shipping. Tie it down to a bench for a preflight
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check. Failure to do so may cause serious damage to the MATRIX and/or people 

around it. Factories and dealers will not be liable for any damages from the operation 

of this aircraft.

4.6	Transmitter	Flight	Control	&	Gain	Adjustments	(For	ARF

Only)

We do not recommend any inexperienced users to adjust the flight control or Gain 

values using the DJI NAZA Assistant software. It is a steep learning curve for these 

adjustments, which we have already fine-tuned and completed for you. Improper 

settings may cause the MATRIX to lose control and may result in serious damage. If 

the original factory settings are altered in any way, with the exception of transmitter 

calibration adjustments for ARF packages, it will automatically void the 24-hour “No 

Dead on Arrival” guarantee. Dead on arrival returns are strictly checked for setting 

changes and tampering. Although it can be mastered over time, the MATRIX flight 

controller adjustments are quite sophisticated and complicated. Do not attempt to 

change these settings until you are familiar with the setup. Please go to online forums 

to learn about the flight control settings, as we do not provide any technical support 

for these settings.

When you have purchased the ready to fly unit, there are 3 control modes which we

have setup on your flight controller and transmitter, GPS and ATTITUDE and 

MANUAL. GPS Mode has the best auto stabilization and ability to perform GPS 

Lock, making the aircraft very easy to fly, which is more appropriate for videographic 

and photographic applications. Attitude Mode has some auto stabilization and ability 

to perform altitude hold and makes the aircraft easier to fly, which is also suitable for 

videography and photography applications. Manual Mode is suited for experienced 

pilots to gain more manual control in adverse. Do not switch to the MANUAL mode 

if you are a beginner.

MATRIX with GPS: The three modes can be switched during flight by toggling the 

MIX switch on top of your radio. In the ready to fly MATRIX, we have set this 

switch on your radio to GPS MODE when it is toggle forward and ATTITUDE 

MODE when it is toggled middle and MANUAL MODE when it is toggled 

backward. Before takeoff, please make sure all the front panel switches on your 

transmitter are flipped forward and all switches such as the flight mode/hold switches 

on the side panel are pushed down.
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The basic gain and attitude gain values of the MATRIX can be adjusted in the 

AUTOPILOT section when you run the DJI NAZA ASSISTANT SOFTWARE. The 

default setting for BASIC GAIN is Pitch set to 130%, Roll set to 120%, Yaw set to 

90% and Vertical set to 120% and ATTITUDE GAIN is Pitch set to 100% and Roll 

set to 100% (Warning: BASIC GAIN should never be set lower than 90%). Again, it 

is very important to remember to tie down the aircraft and remove all the propellers 

when you are programming the fight controller with the supplied Programming USBMicroUSB cable. Failure to do so may cause accidental motor start up with incorrect 

values entered and may result in serious injury. Always remember to tie down the 

MATRIX to a bench for test flights after you have changed any settings. (If the motor 

does not spin after perform the CSC, please re-calibrate/perform the Command Sticks 

Calibration).

4.7	MATRIX	Wiring	Connection	Chart	for	Devo	10	&	RX1002

MATRIX Devo 10

with GPS & INDICATES ONLY ONE CAN BE

module RX1002 ACTIVATED

NAZA TX Setting Gimbal

RX1002 FC Output Servo MATRIX

ELEV E

AILE A

THRO T

RUDD R

GEAR



MIX

GEAR U SW GPS - ATTITUDE MODE - MANUAL

AUX1(FLAP)—> OFF - COURSE LOCK - HOME LOCK

AUX1 X2 F. MOD

AUX2

AUX4 AUX4 TILT CONTROL FOR GIMBAL

BATT TELEMETRY (OPTIONAL)
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ELECTRONICS	SETUP	&	ADJUSTMENT	

for	Spektrum	DX	8	Transmitter

If you have purchased an RTF package, please skip Section 4.1 through 4.5

because all settings are already complete and your MATRIX and transmitter have 

been paired and test flown as a set. Unless you are familiar with the settings, any 

changes might override the factory’s setting and disable the aircraft, affecting its 

performance and flight reliability.

If you have purchased an ARF package, you must complete Section 4.1 ESC

Programming and Section 4.2 Transmitter Calibration. MATRIX ESCs needs to 

reprogram independently. Also, in order for a flight controller to work properly, your 

specific transmitter has to be calibrated to work with each new MATRIX. Crashes 

will be imminent if you skip these one-time procedures to match a MATRIX with a 

transmitter.

4.1	ESC	Programming	for	Spektrum	DX	8	Transmitter	(A	Must

Setup	For	ARF)

Video Instruction:

How to calibrate the ESC for MATRIX: 

https://www.dropbox.com/s/qwvt489g9j6zs7x/Calibration%20for%20Spektrum

%20ESCs.MP4

Please skip this ESC programming step if you have purchased RTF unit, since all 

ESC have been re-programmed. Please follow the steps below very carefully, as they 

will only take a few minutes.
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(1) IMPORTANT: Remove all 4 propellers from the motors for safety.

(2) Double check to make sure all ESC connectors are marked/labeled (#1 

through #4 matching the connectors on the flight controller #1 through #4) 

so that you will be able to keep track of the corresponding connectors when 

you need to put them back later.

(3) Disconnect all 4 ESC connectors from the NAZA flight controller so they 

may not interfere with each other’s programming.

(4) Move the throttle stick all the way down. Now turn on the transmitter.

(5) Disconnect X3 on NAZA flight controller and plug into AUX 1 on the 

receiver.

(6) Insert one of the labeled ESC connectors into the receiver’s throttle channel 

port while watching for the correct polarity. Black/dark brown wires are 

usually on the edge of the receiver. Please verify polarity in your receiver 

manual if you are not using the stock receiver. (Make sure the Receiver and 

Transmitter radio are bound)

(7) Move the throttle stick all the way up.

(8) Within 3 seconds, connect the battery to the MATRIX’s battery plug (The

MATRIX battery plug is still connected to all 4 ESCs but only one ESC 

should be connected to the receiver at a time.)

(9) When the ESC makes 1 beeping sounds, immediately move the throttle stick 

all the way down. The ESC will then make 2 beeping. (If you did not hear 

the 1 beeping sounds when entering programming mode or you did not hear 

2 beeping after the ESC have completed its programming then you need to 

move throttle all the way down and disconnect the battery from the 

MATRIX battery plug and repeat from step #6 to #9 for the ESC.) If you did 

not experience any problems, then you have completed programming on this 

ESC which now retains the high and low end point data in its memory.

Disconnect the battery from the MATRIX’s battery connector then 

disconnect the ESC connector from the receiver.

(10) Repeat this process for each ESC from Step#6 through Step#9. Please make 

sure you have programmed all 4 ESCs by starting from the #1 labeled ESC 

and finishing with #4 labeled ESC. Your transmitter power should remain in 

the power on position throughout the entire process of programming all 4 

ESCs.

(11) After you have successfully re-programmed all 4 ESCs, unplug the battery 

from the MATRIX battery plug. Insert the 4 ESC connectors, labeled #1 

through #4 back to corresponding M1 through M4 ports on your NAZA
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flight controller. The black/dark brown wire (-) for each of the ESC 

connectors are closest to the red NAZA label of the flight controller.

4.2	Transmitter	Calibration	for	Spektrum	DX	8	Transmitter	(A

Must	Setup	For	ARF)

Video Instruction:

1. How to set up fail safe for Spektrum transmitter for X830: 

https://www.dropbox.com/s/pw2nogpjubwaubj/3.%20Failsafe%20SPK.MP4

2. How to set up Spektrum transmitter calibration for X830: 

https://www.dropbox.com/s/z64exwcmna634j6/4.%20TX%20Calibration%20

Settings%20SPK.MP4

3. How to fine tune Spektrum for X830: 

https://www.dropbox.com/s/8ybfe61e6o8bxae/5.%20Fine%20Tune%20SPK.

MP4

4. How to set up the gain setting for X830:

(Default setting is not recommended for carry heavy equipment) 

https://www.dropbox.com/s/2pkkn3ipc73tbwy/7.%20Gain%20Setup.MP4

5. How to set up the voltage setting for X830: 

https://www.dropbox.com/s/clsrg9ixxp8b2xn/9.%20Voltage%20Setup.MP4

If you have purchased your MATRIX with a transmitter (RTF package) please skip 

this section because we have already completed calibration. If you are using a 

transmitter that has never been paired with your new MATRIX, you will need to 

calibrate your transmitter to the MATRIX flight controller using the following 

procedure. Any change to the quadcopter or setting change to the transmitter might 

require transmitter calibration.

(1) Important!! Remove all 4 propellers from the motors for safety.

(2) Tie down your MATRIX

(3) Turn on your transmitter radio.

(4) Connect battery to the MATRIX battery connector.

(5) Connect the provided Programming USB Cable from your PC computer’s

USB port (XP or WIN7 or WIN8) to the Micro USB port on the MATRIX 

communication port (on the LED side panel of the MATRIX). (If the 

computer does not recognize the USB, the USB driver is located in the 

provided 8GB USB flash drive)

(6) Double click on the NAZAInstaller.exe located in the provided 8GB USB 

flash drive and install the NAZA ASSISTANT SOFTWARE.
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(7) Double click on the application file named NAZA ASSISTANT 

SOFTWARE. Wait for the program to start up.

(8) Click MOUNTING Use to input the distance between GPS and Main Flight 

Controller.

(9) Click MOTOR MIXER

MIXER TYPE: Please select Quad-rotor X and remember to click WRITE 

after you update any settings (WRITE is #7 on top of FIGURE 4.2)

(10) Click TX CALI

Figure 4.2-1 NAZA Assistant Software Program Screenshot

(11) RECEIVER TYPE: Please choose “TRADITION” for Walkera or

Spektrum or Futaba receiver.

(12) CUT OFF TYPES: Default setting from WOW is “IMMEDIATELY”.

(13) COMMAND STICKS CALIBRATION: Click START to begin the 

calibration process. Please make sure to move both sticks to their end points. 

This means you are moving both sticks all the way up, down, left and right. 

(Note: If a transmitter stick is moved left or down, one of the on-screen sliders 

will move to the left. If a transmitter stick is moved right or up, one of the onscreen sliders will move to the right. If slider is moved at the opposite 

direction, click the NORM or REV to reverse the direction of the slider 

movement)
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 Throttle/Yaw Stick controls “T” (Throttle): Stick down and “T” slides left 

(reduce elevation) & stick up and “T” slides right (increase elevation).

 Throttle/Yaw Stick controls “R” (Rudder): Stick left and “R” slides left (nose to 

the left) & stick right and “R” slides right (nose to the right).

 Directional Stick controls “E” (Elevator): Stick down and “E” slides left (tilts 

back) & stick up and “E” slides right (tilts forward)

 Directional Stick controls A (Aileron): Stick left and “A” slides left (roll left) & 

stick right and “A” slides right (roll right).

After Calibration, place all sticks at the center which will turn all sliders green. At this 

point click FINISH to end.

(14) STICKS MONITOR is not used at this time.

(15) CONTROL MODE SWITCH: (Please see Section 4.7 MATRIX Wiring 

Connection Chart)

Setting the GPS Attitude and Attitude and Manual Mode on the Flap Switch 

on Spektrum DX8 Transmitter

Setting the GPS, Attitude and Manual Mode on the Flap Switch on MATRIX:

(1) The NAZA Assistant screen should show a Control Mode Switch with GPS | 

Fail Safe | A | Fail Safe | M. (The “GPS” represent the GPS Mode, the “A” 

represent “Attitude Mode” and the “M” represent “Manual Mode”.) You need 

a 3 position switch for the Control Mode Switch. For example: When using 

Spektrum DX8 and AR8000, the Control Mode Switch is assigned to the Flap 

switch on the transmitter. This is done by connecting the Receiver’s AUX1 

channel to the Flight Controller’s “U” channel (See FIGURE 4.2). Hold down

roller while turning on the Spektrum DX8



scroll down to “Switch 

Select”



scroll down to “Flap” press roller



change to “AUX 1” (If you cannot 

find Flap in the list, you will need to change the model type to

“Airplane”, in order for “Flap” to show up in the selection.

(2) Now you need to make sure when the Flap Switch is flipped forward (away 

from you) the switch will change the flight controller to “GPS Mode”. If the

Control Mode Switch (See FIGURE 4.2 bottom) slider is closer to “M” or “A”,
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then the Control Mode Switch slider is in the wrong position. To bring the 

slider closer to “GPS”. Turn on transmitter



Click on roller



scroll down to 

“Servo Setup”



scroll to “travel” and click on roller, which will have a 

flashing box



scroll to “Reverse”, click the roller to make the flashing box 

become solid 



scroll down to “Throttle” and change to “AUX 1”



scroll 

down to the NOR and REV box



click the roller to reverse the AUX 1 

channel (which is now set to your Flap Switch setting). This change will bring 

the Control Mode Switch slider closer to “GPS”.

(3) How to set up fail safe for Spektrum transmitter, please following the 

instruction in the video link below 

https://www.dropbox.com/s/pw2nogpjubwaubj/3.%20Failsafe%20SPK.MP4

(4) Move your Flap Switch to the middle position to set the sub trim for the 

middle position first. If the “A” segment turns blue please skip to Step #6.

(5) If the “A” segment does not turn blue, Click on roller



scroll down to “Servo 

Setup”



scroll to “travel” and click on roller, which will have a flashing box



scroll 

to “subtrim”, click the roller to make the flashing box become solid 



scroll down to 

“Throttle” and change to “AUX 1”



scroll down to the 0 and adjust the until “A” 

segment turns blue.

(6) Flip the Flap Switch forward (away from you). If the “GPS” segment turns 

blue then skip to Step #8.

(7) If the “GPS” segment does not turn blue, Click on roller



scroll down to

“Servo Setup”



scroll to “travel” and click on roller, which will have a flashing 

box



scroll down to “Throttle” and change to “AUX 1”



scroll

down to the 100% and adjust the value until “GPS” segment turns blue.

(8) Flip the Flap Switch backward (towards you). If the “M” segment turns blue 

then skip to Section 4.2.11.

(9) If the “M” segment does not turn blue, Click on roller



scroll down to “Servo

Setup”



scroll to “travel” and click on roller, which will have a flashing 

box



scroll down to “Throttle” and change to “AUX 1”



scroll down to the 

100% and adjust the value until “M” segment turns blue. Make sure to test the 

failsafe by turn off your transmitter and the slider should move to failsafe and 

turn blue and the throttle will go to midpoint on the screen.

AUTO PILOT

(1) BASIC PARAMETERS: Recommend setting for Pitch set to 130%, Roll set 

to 120%, Yaw set to 90% and Vertical set to 120% and ATTITUDE GAIN is 

Pitch set to 100% and Roll set to 100%. REMOTE ADJUST is set to INH.
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Basic Gain and Attitude Gain should never set to lower than 100%, otherwise 

crash might result.

(2) ENHANCED FAILED-SAFE METHODS. (GPS module is required.) 

Recommended setting for enhanced failed-safe methods is to set it to GOHOME and LANDING. (Please refer to DJI NAZA User Manual’s page 21 

for enhanced failsafe methods.)

(3) INTELLIGENT ORIENTATION CONTROL (IOC): (GPS module is 

required.) Check the box next to “3. Intelligent Orientation Control”. If GPS is 

installed, the settings for Spektrum DX 8 and AR8000 as follows. Assign the 

intelligent orientation control to the F MODE Switch on the transmitter, 

connecting the Receiver’s Gear channel to the Flight Controller’s “X2” 

channel (See FIGURE 4.2). Hold the roller while turning on the Spektrum

DX8



scroll down to “Switch Select”



scroll to “Gear” change to “Inh”



scroll to 

“F MODE” change to “Gear”.

(4) Now you need to make sure when the F MODE Switch is flipped forward 

(toward the ground) the switch will change the Intelligent Orientation Control 

to “Off”. If the slider is closer to “Course Lock” or “Home Lock”, then the 

Intelligent Orientation Control Switch slider is in the wrong position. To bring

the slider closer to “Off”. Turn on transmitter



click on roller



scroll to

“Servo Setup”



scroll to “Travel”, click on roller, which will have a flashing 

box



scroll down to “Reverse”



scroll down to “Throttle” and change to 

“Gear”



scroll down to NOR & REV to reverse your Channel Gear setting to 

“REV” (which is now set to your F MODE Switch setting). This change will 

bring the Intelligent Orientation Control Switch slider closer to “Off”.

(5) Move your F MODE Switch to the middle position to set the midpoints for the 

middle position first. If the “Course Lock” segment turns blue please skip to

Step #4.

(6) If the “Course Lock” segment does not turn blue, click on roller



scroll to “Servo 

Setup”



scroll to “Travel” and change to “subtrim”



scroll down to “Throttle” 

and change it to “Gear”



scroll down to “0”



adjust the value until “Course 

Lock” segment turns blue.

(7) Flip the F MODE Switch forward (toward the ground). If the “Off” segment 

turns blue then skip to Step #6.

(8) If the “Off” segment does not turn blue, click on roller



scroll to “Servo 

Setup”



scroll to “Travel”



scroll down to “Throttle” and change it to 

“Gear”



scroll down and adjust the value until “Off” segment turns blue.

(9) Flip the F MODE Switch backward (towards the sky). If the “Home Lock” 

segment turns blue.
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Turbo	Ace	MATRIX

(10) If the “Home Lock” segment does not turn blue, click on roller



scroll to “Servo 

Setup”



scroll to “Travel”



scroll down to “Throttle” and change it to 

“Gear”



scroll down and adjust the value until “Home Lock” segment turns blue.

Home Lock only activates while MATRIX is about 30 feet (10 meters) away from the 

home position (Takeoff Position). To change the Home Lock position during flight, 

please refer to the DJI User Manual for detailed descriptions and functions of HOME 

LOCK and COURSE LOCK.

4.3	Transmitter	&	Receiver	Compatibility	Table	(For	ARF	Only)

The MATRIX prefers a 2.4GHz system, but also supports 35MHz, 40MHz, and 

72MHz.

No. Brand Transmitter Receiver

1 Walkera DEVENTION 10 RX1002

2 Spektrum DX8 AR8000

3 JR DSX7 RD721

4 JR 9XII

5 WFLY FT06-C FRP06

6 Futaba 14SG R7008SB

7 Futaba 6EX R146iP

8 Futaba 10C

9 Sanwa RD8000 92777

10 Hi-TEC Eclipse7 FRP06
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4.4	Receiver,	Flight	Controller	&	Auto-stabilization	Setup

FIGURE 4.4

(1) Connect Channel #T wire from the flight controller to the THROTTLE 

channel of the receiver. Watch for polarity.

(2) Connect Channel #E wire from the flight controller to the ELEV channel of 

the receiver.

(3) Connect Channel #A wire from the flight controller to the AILE channel of the 

receiver.

(4) Connect Channel #R wire from the flight controller to the RUDDER channel 

of the receiver.

(5) Connect Channel #U wire from the flight controller to the AUX 1 channel of 

the receiver.

(6) Connect Gyrox Brushless gimbal tilt control cable to the AUX 3 channel of 

the receiver.

(7) Connect Channel #X2 wire from the flight controller to the GEAR channel of 

the receiver.

(8) Connect Channel #X3 wire from the flight controller to the LED Versatile Unit 

(PMU).
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Setting up MATRIX to ensure a smooth flight with GPS or Attitude mode

To ensure the smooth flight of your Turbo Ace MATRIX, please make sure that you 

setup and fly the MATRIX in GPS or Attitude mode. In order for GPS or Attitude 

mode to function, first it is important to make sure the flap switch on your radio is all 

the way forward. Please refer to Section 4.2 Transmitter Calibration. If you own a 

Spektrum radio such as the DX8, you will need to reverse the gear channel in your 

radio so that when you flip the gear switch forward, it enables GPS or Attitude Mode. 

If you are experiencing difficulties in handling the aircraft, it may be because it is not 

in GPS or Attitude Mode.

You may skip the following setup instructions if you have purchased the Turbo Ace 

MATRIX with a transmitter radio, as we have already completed all the setup for you. 

If you have purchased a MATRIX without a radio, please see the following to make 

sure your radio is setup correctly.

Setting up and checking Turbo Ace MATRIX flight mode for GPS or Attitude 

Mode.

Plug in a 3 pin cable connector to the "INPUT" channel U of the NAZA flight 

controller. Connect the other end of the cable to the AUX 1 output on your receiver 

with the brown wire closest to the edge of the receiver casing (If you have a receiver 

other than a Walkera, Devention or Spektrum, please check your receiver manual for 

polarity).

MATRIX with GPS module (Assign AUX 1 to 3 position toggle switch, WOW 

default Flap switch for Spektrum DX 8):

Hold down roller while turning on the Spektrum DX8



scroll down to “Switch 

Select”



scroll down to “Flap” press roller



change to “AUX 1” (If you cannot find 

Flap in the list, you will need to change the model type to “Airplane”, in order for

“Flap” to show up in the selection. This means that every time the Flap switch is 

flipped forward on your radio, it will toggle the AUX 1 output of the receiver and tell 

the controller to perform GPS Mode. For Spektrum radio, you will need to change 

from normal to reverse on the AUX 1 channel in your radio so that when you flip the 

Flap switch forward on the radio, you are activating the GPS mode. The reason to 

setup the radio this way is to ensure everything is in the correct default mode when all 

the switches on your radio are all the way forward (away from you). You can use the
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Turbo	Ace	MATRIX

NAZA Assistant Software to double check the Flap switch operation after you have 

completed the above setup.

Turn on your transmitter radio (Warning: Always tie down the MATRIX and remove 

all propellers when you perform any setting changes to the transmitter or NAZA 

Assistant Software. Failure to do so may cause serious issues, as the MATRIX motor 

may start up if an incorrect value is entered). Connect the provided Programming 

USB-to-Micro USB cable from your PC computer’s USB port (XP or WIN7) to

Micro USB port on the MATRIX communication port (on the LED side panel of the 

MATRIX). Please connect this cable after the transmitter is bound to the receiver.

Double click on the NaZaInstaller.exe located in the provided 8GB USB flash drive to 

install the NAZA ASSISTANT SOFTWARE

After completion of the installation of the NAZA ASSISTANT SOFTWARE, double 

click on the application file named NAZA ASSISTANT SOFTWARE. Wait for the 

program to start up.

Select the TX Calibration tab at the left column of the screen.

MATRIX with GPS

You will see the 5 mode tabs: GPS, Fail Safe, A, Fail Safe, M. When you flip the Flap 

switch on your radio, you will see the selection flipping between GPS and A and M. 

When the Flap switch is flipped forward, you will see GPS is selected which enables 

GPS Mode. The GPS Mode is the mode you should be using to fly your MATRIX. M 

mode has no stabilization and will make it very difficult to operate the aircraft.

IMPORTANT: Make sure that the Flap switch on your radio is in the

forward/middle position before taking off and during the entire flight. (Please refer to 

section 4.2 Transmitter Calibration if GPS and A and M mode do not turn blue on the 

screen when you flip the Flap switch).

4.5 Transmitter	Settings	(For	ARF	Only)

(1) Aircraft Mode: Fixed-wing airplane mode. Do not use helicopter mode

(2) Rudder: 0% to 100% with No Mixing

(3) Curve: Channel 1, 2, 3 & 4 all set to zero

(4) Gyro: Fine tune to maximize stability
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Turbo	Ace	MATRIX

(5) Move both throttle stick and throttle trim by looking at the LCD screen to the 

middle position- Very important, otherwise motors will not start

(6) Use transmitter rudder trim to adjust heading (yaw) (will require 

recalibration if rudder is adjusted via trim and or subtrim is used)

(7) For added stability on the MATRIX, you may choose to set the dual rate to 

55%

Please double check all settings, tie down the MATRIX to a bench, and test fly it to 

check the settings. Some transmitters use random bind, which means you have to plug 

in the battery to the MATRIX within 2-3 seconds after the radio is turned on. Please 

observe the LED light located at the back of the MATRIX cover (Please refer to 

Section 5.3 LED light description). Most receivers flash before binding and remain 

solid after binding, so please make sure your receiver has been properly bound to your 

transmitter. Do not launch the MATRIX on its maiden flight until all operations are 

confirmed as normal, especially after shipping. Tie it down to a bench for a preflight 

check. Failure to do so may cause serious damage to the MATRIX and/or people 

around it. Factories and dealers will not be liable for any damages from the operation 

of this aircraft.

4.6	Transmitter	Flight	Control	&	Gain	Adjustments	(For	ARF

Only)

We do not recommend any inexperienced users to adjust the flight control or Gain 

values using the DJI NAZA Assistant software. It is a steep learning curve for these 

adjustments, which we have already fine-tuned and completed for you. Improper 

settings may cause the MATRIX to lose control and may result in serious damage. If 

the original factory settings are altered in any way, with the exception of transmitter 

calibration adjustments for ARF packages, it will automatically void the 24-hour “No 

Dead on Arrival” guarantee. Dead on arrival returns are strictly checked for setting 

changes and tampering. Although it can be mastered over time, the MATRIX flight 

controller adjustments are quite sophisticated and complicated. Do not attempt to 

change these settings until you are familiar with the setup. Please go to online forums 

to learn about the flight control settings, as we do not provide any technical support 

for these settings.

When you have purchased the ready to fly unit, there are 3 control modes which we

have setup on your flight controller and transmitter, GPS and ATTITUDE and 

MANUAL. GPS Mode has the best auto stabilization and ability to perform GPS 

Lock, making the aircraft very easy to fly, which is more appropriate for videographic
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Turbo	Ace	MATRIX

and photographic applications. Attitude Mode has some auto stabilization and ability 

to perform attitude hold and makes the aircraft easier to fly, which is also suitable for 

videographic and photographic applications. Manual Mode is suited for experienced 

pilots to gain more manual control in adverse. Do not switch to the MANUAL mode 

if you are a beginner.

MATRIX with GPS: The three modes can be switched during flight by toggling the 

Flap switch on top of your radio. In the ready to fly MATRIX, we have set this switch 

on your radio to GPS MODE when it is toggle forward and ATTITUDE MODE when 

it is toggled middle and MANUAL MODE when it is toggled backward. Before 

takeoff, please make sure all the front panel switches on your transmitter are flipped 

forward and all switches such as the flight mode/hold switches on the side panel are 

pushed down.

The basic gain and attitude gain values of the MATRIX can be adjusted in the 

AUTOPILOT section when you run the DJI NAZA ASSISTANT SOFTWARE. The 

default setting for BASIC GAIN is Pitch set to 130%, Roll set to 120%, Yaw set to 

90% and Vertical set to 120% and ATTITUDE GAIN is Pitch set to 100% and Roll 

set to 100% (Warning: BASIC GAIN should never be set lower than 90%). Again, it 

is very important to remember to tie down the aircraft and remove all the propellers 

when you are programming the fight controller with the supplied Programming USBMicroUSB cable. Failure to do so may cause accidental motor start up with incorrect 

values entered and may result in serious injury. Always remember to tie down the 

MATRIX to a bench for test flights after you have changed any settings. (If the motor 

does not spin while perform the CSC, please re-calibrate/perform the Command 

Sticks Calibration).
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Turbo	Ace	MATRIX

4.7	MATRIX	Wiring	Connection	Chart	for	Spektrum	DX	8	&

AR8000

MATRIX

with GPS DX 8 & INDICATES ONLY ONE CAN BE

module AR8000 ACTIVATED

NAZA TX Setting Gimbal

AR8000 FC Output Servo MATRIX

ELEV E

AILE A

THRO T

RUDD R

AUX 1



Flap

AUX1 U SW GPS - ATTITUDE MODE - MANUAL

AUX3 AUX3 TILT CONTROL FOR GIMBAL

OFF - COURSE LOCK - HOME LOCK

Gear X2 Gear



F. Mod

BATT TELEMETRY (OPTIONAL)
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ELECTRONICS	SETUP	&	ADJUSTMENT	

for	Futaba	14SG	Transmitter

If you have purchased an RTF package, please skip Section 4.1 through 4.5

because all settings are already complete and your MATRIX and transmitter have 

been paired and test flown as a set. Unless you are familiar with the settings, any 

changes might override the factory’s setting and disable the aircraft, affecting its 

performance and flight reliability.

If you have purchased an ARF package, you must complete Section 4.1 ESC

Programming and Section 4.2 Transmitter Calibration. MATRIX ESCs needs to 

reprogram independently. Also, in order for a flight controller to work properly, your 

specific transmitter has to be calibrated to work with each new MATRIX. Crashes 

will be imminent if you skip these one-time procedures to match a MATRIX with a 

transmitter.

4.1	ESC	Programming	for	Futaba	14SG	Transmitter	(A	Must

Setup	For	ARF)

Video Instruction:

How to calibrate the ESC for MATRIX: 

https://www.dropbox.com/s/z09ojui7ptd4rxr/1.%20Futaba%20Esc%20Progra

ming.MP4

Please skip this ESC programming step if you have purchased RTF unit, since all the 

ESCs have been re-programmed. Please follow the steps below very carefully, as they 

will only take a few minutes.
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(1) Very important: Remove all 4 propellers from the motors for safety.

(2) Double check to make sure all ESC connectors are marked/labeled (#1 

through #4 matching the connectors on the flight controller #1 through #4) 

so that you will be able to keep track of the corresponding connectors when 

you need to put them back later.

(3) Disconnect all 4 ESC connectors from the NAZA flight controller so they 

may not interfere with each other’s programming.

(4) Move the throttle stick all the way down. Now turn on the transmitter.

(5) Disconnect X3 on NAZA flight controller and plug into port 8 on the 

receiver.

(6) Turn on Futaba radio



double tap “LNK”



go to “Reverse”



go to THR 

and set it to “REV”

(7) Insert one of the labeled ESC connectors into the receiver’s throttle channel

(wow default port 3) port while watching for the correct polarity. Black/dark 

brown wires are usually on the edge of the receiver. Please verify polarity in 

your receiver manual if you are not using the stock receiver.

(8) Move the throttle stick all the way up.

(9) Within 3 seconds, connect the battery to the MATRIX’s battery plug (The

MATRIX battery plug is still connected to all 4 ESCs but only one ESC 

should be connected to the receiver at a time.)

(10) When the ESC makes 1 beeping sounds, immediately move the throttle stick 

all the way down. The ESC will then make 2 beeping. (If you did not hear 

the 1 beeping sounds when entering programming mode or you did not hear 

2 beeping after the ESC have completed its programming then you need to 

move throttle all the way down and disconnect the battery from the 

MATRIX battery plug and repeat from step #7 to #10 for the ESC.) If you 

did not experience any problems, then you have completed programming on 

this ESC which now retains the high and low end point data in its memory. 

Disconnect the battery from the MATRIX’s battery connector then 

disconnect the ESC connector from the receiver.

(11) Repeat this process for each ESC from Step#7 through Step#10. Please 

make sure you have programmed all 4 ESCs by starting from the #1 labeled 

ESC and finishing with #4 labeled ESC. Your transmitter power should 

remain in the power on position throughout the entire process of 

programming all 4 ESCs.

(12) After you have successfully re-programmed all 4 ESCs, unplug the battery 

from the MATRIX battery plug
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(13) Now reverse the throttle back to normal on Futaba radio



double tap

“LNK”



go to “Reverse”



go to THR and set it to “NORM”

(14) Insert the 4 ESC connectors, labeled #1 through #4 back to corresponding 

M1 through M4 ports on your NAZA flight controller. The black/dark 

brown wire (-) for each of the ESC connectors are closest to the red NAZA 

label of the flight controller.

4.2 Transmitter	Calibration	for	Futaba	14SG	Transmitter	(A

Must	Setup	For	ARF)

Video Instruction:

1. How to connect Futaba RX and setup Futaba TX for Matrix: 

https://www.dropbox.com/s/vztqrvhplxq3h80/2.%20Futaba%20RX%20Setup.MP4

2. How to set up fail safe for Futaba transmitter for Matrix: 

https://www.dropbox.com/s/63n1ylwy4lnvl7y/6.%20Futaba%20Control%20Mode%2

0Failsafe.MP4

3. How to set up Futaba transmitter calibration for Matrix: 

https://www.dropbox.com/s/wws2w6pyba91ra9/5.%20Futaba%20TX%20Callibration

.MP4

4. How to set up the gain setting for Matrix:

(Default setting is not recommended for carry heavy equipment) 

https://www.dropbox.com/s/2pkkn3ipc73tbwy/7.%20Gain%20Setup.MP4

5. How to set up advanced setting for Matrix: 

https://www.dropbox.com/s/76vv670q6jb99lu/8.%20Advanced%20Setup.MP4

6. How to set up the voltage setting for Matrix: 

https://www.dropbox.com/s/clsrg9ixxp8b2xn/9.%20Voltage%20Setup.MP4

If you have purchased your MATRIX with a transmitter (RTF package) please skip 

this section because we have already completed calibration. If you are using a 

transmitter that has never been paired with your new MATRIX, you will need to 

calibrate your transmitter to the MATRIX flight controller using the following 

procedure. Any change to the quadcopter or setting change to the transmitter might 

require transmitter calibration.

(1) Very important!! Remove all 4 propellers from the motors for safety.

(2) Tie down your MATRIX

(3) Turn on your transmitter radio.

(4) Connect battery to the MATRIX battery connector.
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(5) Connect the provided Programming USB Cable from your PC computer’s

USB port (XP or WIN7 or WIN8) to the Micro USB port on the MATRIX 

communication port (on the LED side panel of the MATRIX). (If the 

computer does not recognize the USB, the USB driver is located in the 

provided 8GB USB flash drive)

(6) Double click on the NAZAInstaller.exe located in the provided 8GB USB 

flash drive and install the NAZA ASSISTANT SOFTWARE.

(7) Double click on the application file named NAZA ASSISTANT 

SOFTWARE. Wait for the program to start up.

(8) Click MOUNTING Use to input the distance between GPS and Main Flight 

Controller.

(9) Click MOTOR MIXER

MIXER TYPE: Please select Quad-rotor X and remember to click WRITE 

after you update any settings (WRITE is #7 on top of FIGURE 4.2)

(10) Click TX CALI

Figure 4.2-1 NAZA Assistant Software Program Screenshot

(11) RECEIVER TYPE: Please choose “TRADITION” for Walkera or

Spektrum or Futaba receiver.

(12) CUT OFF TYPES: Default setting from WOW is “IMMEDIATELY”.
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(13) COMMAND STICKS CALIBRATION: Click START to begin the 

calibration process. Please make sure to move both sticks to their end points. 

This means you are moving both sticks all the way up, down, left and right. 

(Note: If a transmitter stick is moved left or down, one of the on-screen sliders 

will move to the left. If a transmitter stick is moved right or up, one of the onscreen sliders will move to the right. If slider is moved at the opposite 

direction, click the NORM or REV to reverse the direction of the slider 

movement)

 Throttle/Yaw Stick controls “T” (Throttle): Stick down and “T” slides left 

(reduce power) & stick up and “T” slides right (increase power).

 Throttle/Yaw Stick controls “R” (Rudder): Stick left and “R” slides left (nose to 

the left) & stick right and “R” slides right (nose to the right).

 Directional Stick controls “E” (Elevator): Stick down and “E” slides left (tilts 

leans back) & stick up and “E” slides right (tilts forward)

 Directional Stick controls A (Aileron): Stick left and “A” slides left (leans left) 

& stick right and “A” slides right (leans right).

After Calibration, place all sticks at the center which will turn all sliders green. At this 

point click FINISH to end.

(14) STICKS MONITOR is not used at this time.

(15) CONTROL MODE SWITCH: (Please see Section 4.7 MATRIX Wiring 

Connection Chart)

Setting the GPS Attitude and Attitude and Manual Mode on the SB Switch 

on Futaba 14SG Transmitter:

Setting the GPS, Attitude and Manual Mode on the Mix Switch on MATRIX:

(1) The NAZA Assistant screen should show a Control Mode Switch with GPS | 

Fail Safe | A | Fail Safe | M. (The “GPS” represent the GPS Mode, the “A” 

represent “Attitude Mode” and the “M” represent “Manual Mode”.) You need 

a 3 position switch for the Control Mode Switch. For example: When using 

Futaba 14SG and R7008SB, the Control Mode Switch is assigned to the SB

switch on the transmitter. This is done by connecting the Receiver’s 5 channel 

to the Flight Controller’s “U” channel (See FIGURE 4.2). Turn on the Futaba
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14SG, double tap “LNK”



scroll down to “Function” press “RTN”



scroll down to 

channel 5



Change CTRL to “SB”.

(2) Now you need to make sure when the SB Switch is flipped forward (away

from you) the switch will change the flight controller to “GPS Mode”. If the

Control Mode Switch (See FIGURE 4.2 bottom) slider is closer to “M” or “A”, 

then the Control Mode Switch slider is in the wrong position. To bring the

slider closer to “GPS”, double tap “LNK”



scroll down to “REVERSE”



scroll down to Channel 5



tap “RTN” and reverse your Channel 5 setting 

to “REV” (which is now set to your SB Switch setting). This change will bring 

the Control Mode Switch slider closer to “GPS”.

(3) Transmitter can be turn on and off to bind and re-bind, which will make fail

safe testing easier. To setup Fail-Safe, double tap “LNK”



scroll down to “END 

POINT”



scroll down to Channel 5



adjust travel value until the failsafe turn 

blue



double tap “LNK”



scroll down to “FAIL SAFE”



scroll down to Channel 

5



scroll to F/S and change to “F/S”



scroll to “POS” and hold “RTN” for 1 sec, it 

will set the value for failsafe itself.

(4) Move your SB Switch to the middle position to set the sub trim for the middle 

position first. If the “A” segment turns blue please skip to Step #6.

(5) If the “A” segment does not turn blue, double tap “LNK”



scroll down to “SUBTRIM”



scroll down to Channel 5



change the value until “A” segment turns 

blue.

(6) Flip the SB Switch forward (away from you). If the “GPS” segment turns blue 

then skip to Step #8.

(7) If the “GPS” segment does not turn blue, double tap “LNK”



scroll down to

“ENDPOINT”



scroll down to Channel 5



find the travel value and tap

“RTN”



value will flash and you can change the value until “GPS” segment 

turns blue.

(8) Flip the SB Switch backward (towards you). If the “M” segment turns blue 

then skip to Section 4.2.11.

(9) If the “M” segment does not turn blue, double tap “LNK”



scroll down to

“ENDPOINT”



scroll down to Channel 5



find the travel value and tap

“RTN”



value will flash and you can change the value until “M” segment 

turns blue. Make sure to test the failsafe by turn off your transmitter and the 

slider should move to failsafe and turn blue.
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AUTO PILOT

(1) BASIC PARAMETERS: Recommend setting for Pitch set to 130%, Roll set 

to 120%, Yaw set to 90% and Vertical set to 120% and ATTITUDE GAIN is 

Pitch set to 100% and Roll set to 100%. REMOTE ADJUST is set to INH. 

Basic Gain and Attitude Gain should never set to lower than 100%, otherwise 

crash might result.

(2) ENHANCED FAILED-SAFE METHODS. (GPS module is required.) 

Recommended setting for enhanced failed-safe methods is to set it to GOHOME and LANDING. (Please refer to DJI NAZA User Manual’s page 21 

for enhanced failed-safe methods.)

(3) INTELLIGENT ORIENTATION CONTROL (IOC): (GPS module is 

required.) Check the box next to “3. Intelligent Orientation Control”. If GPS is 

installed, the settings for Futaba 14SG and R7008SB are as follows. Assign 

the intelligent orientation control to the SE Switch on the transmitter, 

connecting the Receiver’s 6 channel to the Flight Controller’s “X2” channel

(See FIGURE 4.2). Turn on the Futaba 14SG, double tap “LNK”



scroll down to 

“Function” press “RTN”



scroll down to channel 6



Change CTRL to “SE”.

(4) Now you need to make sure when the SE Switch is flipped forward (toward 

the ground) the switch will change the Intelligent Orientation Control to 

“Off”. If the slider is closer to “Course Lock” or “Home Lock”, then the 

Intelligent Orientation Control Switch slider is in the wrong position. To bring

the slider closer to “Off”,

double tap “LNK”



scroll down to “REVERSE” 



scroll down to Channel 

6



tap “RTN” and reverse your Channel 6 setting to “REV” (which is now 

set to your SE Switch setting). This change will bring the Intelligent 

Orientation Control Switch slider closer to “Off”.

(5) Move your SE Switch to the middle position to set the midpoints for the 

middle position first. If the “Course Lock” segment turns blue please skip to

Step #4.

(6) If the “Course Lock” segment does not turn blue, double tap “LNK”



scroll down to 

“SUB TRIM”



scroll down to Channel 6



adjust the value until

“Course Lock” segment turns blue.

(7) Flip the SE Switch forward (toward the ground). If the “Off” segment turns 

blue then skip to Step #6.
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(8) If the “Off” segment does not turn blue, double tap “LNK”



scroll down to

“END Point”



scroll down to Channel 6



find the travel value and tap

“RTN”



adjust the value until “Off” segment turns blue.

(9) Flip the SE Switch backward (towards the sky). If the “Home Lock” segment 

turns blue.

(10) If the “Home Lock” segment does not turn blue, double tap “LNK”



scroll 

down to “END Point”



scroll down to Channel 6



find the travel value and tap 

“RTN”



adjust the value until “Home Lock” segment turns blue.

Home Lock only activates while MATRIX is about 30 feet (10 meters) away from the 

home position (Takeoff Position). To change the Home Lock position during flight, 

please refer to the DJI User Manual for detailed descriptions and functions of HOME 

LOCK and COURSE LOCK.

4.3	Transmitter	&	Receiver	Compatibility	Table	(For	ARF	Only)

The MATRIX prefers a 2.4GHz system, but also supports 35MHz, 40MHz, and

72MHz.

No. Brand Transmitter Receiver

1 Walkera DEVENTION 10 RX1002

2 Spektrum DX8 AR8000

3 JR DSX7 RD721

4 JR 9XII

5 WFLY FT06-C FRP06

6 Futaba 14SG R7008SB

7 Futaba 6EX R146iP

8 Futaba 10C

9 Sanwa RD8000 92777

10 Hi-TEC Eclipse7 FRP06
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4.4	Receiver,	Flight	Controller	&	Auto-stabilization	Setup

FIGURE 4.4

(1) Connect Channel #A wire from the flight controller to the channel 1 of the 

receiver.

(2) Connect Channel #E wire from the flight controller to the channel 2 of the 

receiver.

(3) Connect Channel #T wire from the flight controller to the channel 3 of the 

receiver. Watch for polarity.

(4) Connect Channel #R wire from the flight controller to the channel 4 of the 

receiver.

(5) Connect Channel #U wire from the flight controller to the channel 5 of the 

receiver.

(6) Connect Channel #X2 wire from the flight controller to the channel 6 of the 

receiver.

(7) Connect Gyrox Brushless gimbal tilt control cable to the channel 7 of the 

receiver.

(8) Connect Channel #X3 wire from the flight controller to the LED Versatile 

Unit (PMU).

Setting up MATRIX to ensure a smooth flight with GPS or Attitude mode

To ensure the smooth flight of your Turbo Ace MATRIX, please make sure that you 

setup and fly the MATRIX in GPS or Attitude mode. In order for GPS or Attitude 

mode to function, first it is important to make sure the mix switch on your radio is all 

the way forward. Please refer to Section 4.2 Transmitter Calibration. If you are
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experiencing difficulties in handling the aircraft, it may be because it is not in GPS or 

Attitude Mode.

You may skip the following setup instructions if you have purchased the Turbo Ace 

MATRIX with a transmitter radio, as we have already completed all the setup for you. 

If you have purchased a MATRIX without a radio, please see the following to make 

sure your radio is setup correctly.

Setting up and checking Turbo Ace MATRIX flight mode for GPS or Attitude 

Mode.

Plug in a 3 pin cable connector to the "INPUT" channel U of the NAZA flight 

controller. Connect the other end of the cable to the Channel 5 output on your receiver 

with the brown wire closest to the edge of the receiver casing (If you have a receiver 

other than a Walkera, Devention or Spektrum, please check your receiver manual for 

polarity).

MATRIX with GPS module (Assign Channel 5 to 3 position toggle switch, WOW 

default SB switch for Futaba 14SG):

Turn on the Futaba 14SG, double tap “LNK”



scroll down to “Function” press 

“RTN”



scroll down to channel 5



Change CTRL to “SB”. This means that every 

time the SB switch is flipped forward on your radio, it will toggle the Channel 5 

output of the receiver and tell the controller to perform GPS Mode. For Futaba radio, 

you might need to change from normal to reverse on the AUX 1 channel in your radio 

so that when you flip the SB switch forward on the radio, you are activating the GPS 

mode. The reason to setup the radio this way is to ensure everything is in the correct 

default mode when all the switches on your radio are all the way forward (away from 

you). You can use the NAZA Assistant Software to double check the SB switch 

operation after you have completed the above setup.

Turn on your transmitter radio (Warning: Always tie down the MATRIX and remove 

all propellers when you perform any setting changes to the transmitter or NAZA 

Assistant Software. Failure to do so may cause serious issues, as the MATRIX motor 

may start up if an incorrect value is entered). Connect the provided Programming 

USB-to-Micro USB cable from your PC computer’s USB port (XP or WIN7) to

Micro USB port on the MATRIX communication port (on the LED side panel of the 

MATRIX). Please connect this cable after the transmitter is bound to the receiver.
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Double click on the NaZaInstaller.exe located in the provided 8GB USB flash drive to 

install the NAZA ASSISTANT SOFTWARE

After completion of the installation of the NAZA ASSISTANT SOFTWARE, double 

click on the application file named NAZA ASSISTANT SOFTWARE. Wait for the 

program to start up.

Select the TX Calibration tab at the left column of the screen.

MATRIX with GPS

You will see the 5 mode tabs: GPS, Fail Safe, A, Fail Safe, M. When you flip the SB 

switch on your radio, you will see the selection flipping between GPS and A and M. 

When the SB switch is flipped forward, you will see GPS is selected which enables 

GPS Mode. The GPS Mode is the mode you should be using to fly your MATRIX. M 

mode has no stabilization and will make it very difficult to operate the aircraft.

IMPORTANT: Make sure that the SB switch on your radio is in the forward/middle

position before taking off and during the entire flight. (Please refer to section 4.2 

Transmitter Calibration if GPS and A and M mode do not turn blue on the screen 

when you flip the Flap switch).

4.5 Transmitter	Settings	(For	ARF	Only)

(1) Aircraft Mode: Fixed-wing airplane mode. Do not use helicopter mode

(2) Rudder: 0% to 100% with No Mixing

(3) Curve: Channel 1, 2, 3 & 4 all set to zero

(4) Gyro: Fine tune to maximize stability

(5) Move both throttle stick and throttle trim by looking at the LCD screen to the 

middle position- Very important, otherwise motors will not start

(6) Use transmitter rudder trim to adjust heading (yaw)

(7) For added stability on the MATRIX, you may choose to set the dual rate to 

55%

Please double check all settings, tie down the MATRIX to a bench, and test fly it to 

check the settings. Some transmitters use random bind, which means you have to plug 

in the battery to the MATRIX within 2-3 seconds after the radio is turned on. Please 

observe the LED light located at the back of the MATRIX cover (Please refer to 

Section 5.3 LED light description). Most receivers flash before binding and remain 

solid after binding, so please make sure your receiver has been properly bound to your
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transmitter. Do not launch the MATRIX on its maiden flight until all operations are 

confirmed as normal, especially after shipping. Tie it down to a bench for a preflight 

check. Failure to do so may cause serious damage to the MATRIX and/or people 

around it. Factories and dealers will not be liable for any damages from the operation 

of this aircraft.

4.6	Transmitter	Flight	Control	&	Gain	Adjustments	(For	ARF

Only)

We do not recommend any inexperienced users to adjust the flight control or Gain 

values using the DJI NAZA Assistant software. It is a steep learning curve for these 

adjustments, which we have already fine-tuned and completed for you. Improper 

settings may cause the MATRIX to lose control and may result in serious damage. If 

the original factory settings are altered in any way, with the exception of transmitter 

calibration adjustments for ARF packages, it will automatically void the 24-hour “No 

Dead on Arrival” guarantee. Dead on arrival returns are strictly checked for setting 

changes and tampering. Although it can be mastered over time, the MATRIX flight 

controller adjustments are quite sophisticated and complicated. Do not attempt to 

change these settings until you are familiar with the setup. Please go to online forums 

to learn about the flight control settings, as we do not provide any technical support 

for these settings.

When you have purchased the ready to fly unit, there are 3 control modes which we 

have setup on your flight controller and transmitter, GPS and ATTITUDE and 

MANUAL. GPS Mode has the best auto stabilization and ability to perform GPS 

Lock, making the aircraft very easy to fly, which is more appropriate for videographic 

and photographic applications. Attitude Mode has some auto stabilization and ability 

to perform attitude hold and makes the aircraft easier to fly, which is also suitable for 

videographic and photographic applications. Manual Mode is suited for experienced 

pilots to gain more manual control in adverse. Do not switch to the MANUAL mode 

if you are a beginner.

MATRIX with GPS: The three modes can be switched during flight by toggling the 

SB switch on top of your radio. In the ready to fly MATRIX, we have set this switch 

on your radio to GPS MODE when it is toggle forward and ATTITUDE MODE when 

it is toggled middle and MANUAL MODE when it is toggled backward. Before 

takeoff, please make sure all the front panel switches on your transmitter are flipped 

forward and all switches such as the flight mode/hold switches on the side panel are 

pushed down.
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Turbo	Ace	MATRIX

The basic gain and attitude gain values of the MATRIX can be adjusted in the 

AUTOPILOT section when you run the DJI NAZA ASSISTANT SOFTWARE. The 

default setting for BASIC GAIN is Pitch set to 130%, Roll set to 120%, Yaw set to 

90% and Vertical set to 120% and ATTITUDE GAIN is Pitch set to 100% and Roll 

set to 100% (Warning: BASIC GAIN should never be set lower than 90%). Again, it 

is very important to remember to tie down the aircraft and remove all the propellers 

when you are programming the fight controller with the supplied Programming USBMicroUSB cable. Failure to do so may cause accidental motor start up with incorrect 

values entered and may result in serious injury. Always remember to tie down the 

MATRIX to a bench for test flights after you have changed any settings. (If the motor 

does not spin while perform the CSC, please re-calibrate/perform the Command 

Sticks Calibration).

4.7	MATRIX	Wiring	Connection	Chart	for	Futaba	14SG	&

R7008SB

MATRIX

with GPS 14SG & INDICATES ONLY ONE CAN BE

module R7008SB ACTIVATED

NAZA TX Setting Gimbal

R7008SB FC Output Servo MATRIX

1 A

2 E

3 T

4 R

5 U SB GPS - ATTITUDE MODE - MANUAL

6 X2 SE OFF - COURSE LOCK - HOME LOCK

7 RD TILT CONTROL FOR GIMBAL

BATT TELEMETRY (OPTIONAL)
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TESTING	&	OPERATIONS

5.1	Tie-Down	Flight	Test

(1) Tie down all four arms (not the skids) of the MATRIX to a heavy fixture such 

as a table or a work bench. Make sure there is plenty of space around the 

aircraft. If you have the random binding transmitter such as the Devention 10, 

please make sure there are no other similar radios in the vicinity during the 

binding process.

(2) Prior to initiating your MATRIX, make sure it is on a water level surface and 

do not move the MATRIX before takeoff or during the binding process. 

Failure to do so will result in miscalculating of the 3-Axis gyro compensation 

and the MATRIX will not be able to operate properly.

(3) Make sure your battery is fully charged using a battery meter (about 4.1V to 

4.2V per cell on all 6 cells) Plug in the battery connector to the power input 

connector from the chassis. Do not run any LiPo battery to below 3.5V per 

cell or a total of 21.0V for the MATRIX 6 cells battery, otherwise the battery 

will be permanently damaged.

(4) After 2 seconds of initialization, the MATRIX will issue 5 consecutive “beep” 

tones.

(5) Place your transmitter flat on a table in front of you with the joystick facing 

up. Make sure all switches above the two control sticks on the transmitter are 

pushed forward and away from you and the two switches at the very top of the 

transmitter side panel is pushed down towards the table. Move the throttle 

stick (left stick) to the lowest position towards you. At this time, you do not 

need to move the directional stick (right stick), which is spring loaded and will 

always return to the middle position when released). Now you can turn your 

transmitter “ON”.

(6) Wait another six seconds for 5 consecutive “beep” tones from the MATRIX, 

which indicate that binding between the receiver and the transmitter is 

complete. Before moving any controls on the transmitter, it’s always good 

practice to find the solid LED light on the receiver & telemetry module to 

confirm that binding has been completed.
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Turbo	Ace	MATRIX

(7) Stay at a safe distance and execute the combination stick command (CSC) to 

start motors.

(8) Make sure Motor #1 and Motor #3 propellers are rotating in a CCW (counter 

clock wise) direction and Motor #2 and Motor #4 propellers are rotating in a 

CW (clockwise direction). As you increase the throttle, the propellers should 

speed up and vice versa.

(9) Moving the rudder stick (which also controls the throttle) to the right should 

decelerate CCW propellers (Motor #1 & Motor #3), thereby decreasing CW 

torque so the aircraft turns CCW. Moving the rudder to the left should 

decelerate CW propellers (Motor #2 & Motor #4), thereby decreasing CCW 

torque so the aircraft turns CW.

(10) Moving the directional stick to the top should decelerate the two front 

propellers (Motor #1 & Motor #2) and moving the directional stick to the 

bottom should decelerate the back propellers (Motor #3 & Motor #4). Moving 

the directional stick to the left should decelerate the left propellers (Motor #2 

& Motor #3), and moving the directional stick to the right should decelerate 

the right propellers (Motor #1 & Motor #4).

(11) Move the throttle stick to lowest position and the propeller should come to a 

stop. Unplug the battery from the copter then turn the transmitter off.

(12) Repeat above Steps #2-11 twice more so that you complete 3 rounds of 8 to 10 

minutes of tie-down flight.

5.2	Actual	Flight	Test	&	Training

(1) Pick a calm day or find a large empty indoor space. Keep all people and pets 

away from the flight test area and place the MATRIX on a level surface.

(2) Repeat Steps #2-11 under 5.1

(3) If you fly the MATRIX too close to the ground, the wash (deflected air) coming 

back up from the ground may cause significant flight instability. As with all 

propeller driven systems, you should try to keep larger aircraft at least 3 to 4 feet 

from the ground and avoid flying in a small room, which deflects air current. 

Before takeoff, you may also notice some vibration of the aircraft caused by auto 

stabilization from the deflected air. Once the aircraft lifts away from the ground, 

it will stabilize.
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(4) If you are a beginner pilot, we highly recommend that you purchase a simulator 

training package or a trainer unit to practice. Though the MATRIX is equipped 

with easy to fly auto stabilization for safety, do not attempt to operate the aircraft 

without any flight experience. Always try to maintain the tail-in position (tail 

towards you) because that is the easiest orientation to keep your aircraft in 

control.

(5) As your skills improve, additional training includes flying in circles, figure 8s, 

backwards, sideways and other exercises to improve coordination.
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5.3	LED	Light	Description	for	NAZA-Lite
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Turbo	Ace	MATRIX

5.4	LED	Light	Description	for	NAZA-V2

5.5	Battery	Tips

(1) Set the alarm on your transmitter radio to a safe range. Trying to extend the 

flight time when the battery is low will only put your aircraft at risk. Always 

check your battery before each flight.

(2) Unlike other rechargeable batteries, LiPo batteries can easily be damaged if you

drain them below 3.5V per cell (6 Cells x 3.5V = 21.0V). Do not force your 

battery to continue running when it’s low. Doing so will only permanently 

damage your battery.
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Turbo	Ace	MATRIX

(3) Disconnect the battery plug from the MATRIX when you are done flying. Do 

not leave your battery plugged into the MATRIX after a flight.

(4) An inexpensive battery meter with an alarm would be a smart tool to have. 

Always check each battery’s charge before each flight. A fully charged battery

should be around 4.1V to 4.2V per cell (Multiply that by 6 for a 6 cells battery).

(5) A transmitter battery is a lot more reliable and convenient than 8 “AA” batteries 

for your transmitter. With a larger capacity, longer lifespan and the desired 

voltage, the transmitter battery is also rechargeable using the same battery

charger as the helicopter battery.

5.6	Flight	Time

Voltage warning settings for your MATRIX have been programmed 

conservatively to protect your batteries. To obtain longer flight times, on-board 

voltage must be observed during flight by using the telemetry function in your 

radio. Monitoring your batteries for maximum drain will greatly improve flight 

time but it requires knowledge of Li-Po battery power management. The rule of 

thumb is that the total operating voltage on the MATRIX cannot be drained to 

less than 21.0v total (3.5V per cell) during flight. After you have landed the 

MATRIX, the voltage reading will increase since no load is applied. The total no 

load voltage shall not be drained to less than 22.02v total (3.67V per cell) 

otherwise the battery may get damaged. Over drained batteries are not 

returnable, so caution must be used while operating Li-Po powered aircraft. 

Default setting for the NAZA Voltage Monitor:

1. Protection Switch



ON

2. Battery



Battery Type: 6S LiPo

3. First Level Protection



No Load is set to 22.8V, Loss is set to 0.6V and 

Loaded is set to 22.2V

4. Second Level Protection



No Load is set to 19.2V, Loss is set to 0.6V and 

Loaded is set to 18.6V
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CAMERA	MOUNT	SETUP

6.1	Gyrox	Brushless	Gimbal	Setup

First, balance the gimbal and battery on the quad by adjusting the battery position. 

Battery should rest on the same plate as the gimbal mount (shock plate/battery 

mounting plate). Equilibrium can be tested by holding the quad on both sides with 

two fingers underneath the chassis hub cover.

Unlike servo driven gimbals, brushless gimbals require precision in order to properly 

balance your camera on the mounting plate. It is important to read and follow these 

installation instructions:

(1) Cameras heavier than a GoPro (0.5lb) will overload the brushless motors and 

caused them to fail. Use a camera that is equal to or lighter than a GoPro.

(2) (Skip this step if your brushless gimbal already has the GoPro fixed mount) Strap 

the camera down to the base plate of the mount. Allow the camera to move side 

to side for center of gravity adjustment. Shift the camera left or right until the 

center of gravity is obtained, then tighten the strap if needed. Do not power up 

the gimbal in the process. When the center of gravity is correct, the camera will 

stay level and will not tip easily to either side on the rolling axis of the mount.

(3) During initialization, remember that the camera must be leveled and the gimbal 

and multi-rotor cannot be handheld. Keep both perfectly still on a flat, stable 

surface. Apply power to the gimbal with a 3-cell Lipo 11.1v-12.6v(3S MAX, 

The gimbal board will short out if connected to the main power distribution 

cable.) and wait 5-10 seconds. You will notice the gimbal motors initialize and 

start leveling. The gimbal will then be ready for operation.

(4) If the center of gravity is off, the gimbal will buzz or shake. Shift the camera 

until the shaking stops.

(5) Brushless gimbals have a much quicker compensation than traditional servodriven gimbal. Rough handling will cause your gimbal to malfunction. If this 

occurs, unplug the power and go through the initialization by setting it on the 

ground.
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6.2	MATRIX	CAMERA	MOUNT	SERVO	CONTROL	SETUP

Figure 6.1-1 MATRIX Camera Mount Plate and Shock Plate

IMPORTANT: Only digital servos are compatible with the Naza flight controller.

Using an analog servo will cause malfunctioning, produce loud buzzing noises and 

burn up the servo. A light buzzing sound from a digital servo is, however, normal. 

The MATRIX features built-in gyros for camera mount auto compensation so there is 

no need to purchase separate gyros for your camera mount.

6.2.1 How to set your camera TILT (PITCH) auto compensation control for the 

MATRIX-S flight controller, receiver and transmitter

Connect flight controller F2 to tilt (pitch) servo.

Connect receiver’s (For Walkera Devo 10 is Aux 4, For Spektrum DX8 is Aux 3, or 

Futaba 14SG is channel 7) Channel (assuming the AUX4 channel has not been 

already used for flight mode control or other functions) to flight controller’s X1 using 

a 3 wire cable with the black ground wire closest to the edge of the flight controller 

(some receivers’ polarity for ground may be different, so see your receiver manual for 

more details). Go to AUTOPILOT tab in DJI NAZA Assistant Software to set all 

remote adjustments to INH, and go to the GIMBAL tab to click ON to enable the 

gimbal manual control. Additionally, when you tilt the MATRIX forwards or 

backwards, the MATRIX gyro will sense the tilt so the camera mount servo will also 

automatically compensate for that by pitching the camera in the opposite direction to
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compensate. Go to the GIMBAL tab in DJI NAZA Assistant Software, and go to the 3. 

With Automatic Control Gain, you can increase the gain to make camera mount auto 

compensation movement faster or decrease the gain to make auto compensation 

movement slower. Moreover, if the camera mount is moving in the wrong direction, 

you can click the button under DIRECTION, to change between “NORM” and 

“REV”.

For Walkera Devention 10, the AUX 4 knob can be turned to adjust the camera 

mount’s tilt action.

6.2.2 How to set your camera auto compensation ROLL control for the MATRIX 

flight controller, receiver and transmitter

Connect flight controller F1 to roll servo. Now the servo will automatically 

compensate when the MATRIX rolls. First, tie down your MATRIX before you turn 

on your transmitter radio, then connect the battery to the MATRIX. Connect the 

provided Programming USB cable from your PC computer’s USB port (XP or WIN7) 

to Micro USB port on the MATRIX communication port (on the LED side panel of 

the MATRIX). Please connect this cable after the transmitter has been bound to the 

receiver. Go to the GIMBAL tab to click ON to enable the gimbal manual control. 

Additionally, when you roll the MATRIX left or right, the MATRIX gyro will sense 

the roll so the camera mount servo will also automatically compensate for that by

rolling the camera mount in the opposite direction to compensate. Go to the GIMBAL 

tab in DJI NAZA Assistant Software, and go to the 3. With Automatic Control Gain, 

you can increase the gain to make camera mount auto compensation movement faster 

or decrease the gain to make auto compensation movement slower. Moreover, if the 

camera mount is moving in the wrong direction, you can click the button under

DIRECTION, to change between “NORM” and “REV”.

6.2.3 How to adjust the compensation gain and servo direction reversal in the DJI 

NAZA Assistant Software

Remove all 4 propellers for safety- please do not skip this or serious accidents may

occur. Turn on your radio and connect the battery (plugging in the main battery to the 

MATRIX is required to provide power to the gimbal servos) to the MATRIX. Make 

sure your transmitter throttle stick is all the way down before binding. For safety, 

please be very cautious to avoid moving the throttle stick of your transmitter during 

the entire process. Connect the USB cable from your PC to the micro USB port of the 

MATRIX communication port (on the LED side panel of the MATRIX). Double click
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on the application DJI NAZA Assistant Software. At first launch of the application, 

the language may appear in Chinese- click on this Chinese tab anyway and change the 

language to English by clicking on the tab on the top of the screen. Sometimes when 

you launch an application and you don't see anything, it may be because the screen is 

hidden behind the previous application such as Windows Explorer, which you may 

have launched previously. Click on the "Gimbal" tab on the left panel of the screen. 

Now test the gimbal on the MATRIX by tilting it firmly on your hands. When the 

MATRIX tilts up the gimbal should travel and compensate in the opposite direction 

by tilting down. The camera should continue to lock on the subject you are shooting. 

If, however, the gimbal compensates in the same direction, go to 3. Automatic 

Control Gain under direction and click the box "NORM" or “REV” on the screen to 

reverse the servo travel. Test the gimbal compensation for roll action, and if 

compensation is in the same direction, simply click the box below direction for roll 

“NORM” or “REV”. Now test the gimbal for the amount of compensation. Note that 

the factory default compensation for tilt is set at 0.00. Each gimbal servo travels 

differently so adjustments may be required. If the gimbal compensation is too much 

or too little, you may adjust both the gimbal tilt and gimbal roll value by entering the 

number on the gain. When you have completed the settings, click on "Write" at the 

top of the program. You must click on “Write,” otherwise the data might not be 

loaded onto the MATRIX controller.

6.3	Flight	Control	Adjustment	for	Auto-Stabilization

Over attitude gain control may affect the vibration on the MATRIX. This type of 

vibration is particularly noticeable during climb out when there is a violent shake 

during acceleration. Also, any drastic weight change, such as loading on a DSLR 

camera, may require the attitude control gain adjustment. To access the adjustment, 

open the DJI NAZA Assistant Software, which is contained in the included flash 

drive. Connect the MATRIX to a Windows based PC with Windows 8 or Windows 7 

or XP (For Windows to run this application, a current DirectX driver may be 

required). Upon initial application launch, you may see unreadable Chinese language. 

Just click on the top tab, and change language to English. Select the "AUTOPILOT" 

tab on the left column of the screen. Adjust the Basic Gain and Attitude Control Gain 

for Pitch, Roll, Yaw and Vertical by increments of 10. It is important that you click 

the "WRITE" tab, otherwise the new settings will not be stored in the flight controller.
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6.4	Basic	Gain	and	Attitude	Gain	Adjustment	for	Stabilization

Recommended settings for BASIC GAIN is Pitch set to 130%, Roll set to 120%, Yaw 

set to 90% and Vertical set to 120%, and for ATTITUDE GAIN is Pitch set to 100% 

and Roll set to 100%. Warning: BASIC GAIN needs to be set at a minimum of 90%. 

If your MATRIX is not as stable after a heavy camera or camera mount is installed, 

you should increase the BASIC GAIN and ATTITUDE GAIN by 15%-25% each 

time and re-test the performance of your MATRIX. Please refer to 4.6.3 to adjust your 

BASIC GAIN and ATTITUDE GAIN.

Assumptions on DJI NAZA FC design:

Assume aircraft flies stable as a general rule, which means FC outputs control signal 

to motor when it finds frame tilts for a stabilization recovery. We consider this nonRC tilt as an error.

According to the previous flight states, on the condition that vibration occurs during 

tilt, this can still be regarded as the stable state.

When the aircraft tilts to a certain direction, it will engender a tendency which could 

be reinforced.

Notice: Assumption 2 is not contradictory to Assumption 3.

We haven’t built MATRIX mathematical modeling, which needs adjustments in Gain 

Tuning through personal sense. It is suggested that users grab the aircraft on the 

ground when tuning, which takes patience and skill. You will only get a 

comparatively ideal value after hours of tuning. When setting Basic Gain and

Attitude Gain Parameters, please exercise caution and always have the MATRIX 

tied down to a bench.
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MAINTENANCE	&	REPAIR

7.1	Replacing	Motors	(For	Repairs	Only)

To simplify motor replacement, the MATRIX motors can be disconnected once you 

remove the bottom frame, and motor wire is connected to ESC. Please remember

to reapply Loctite when putting bolts and screws back.

(1) Make sure your battery is disconnected from the MATRIX.

(2) Identify the motor that needs to be replaced and put a marking sticker on the 

corresponding extension arm so you can identify which motor you are working 

on.

(3) Remove the bolts that secure the motor mount.

(4) Unscrew all the bottom bolts to dismount the bottom.

(5) Disconnect the three connectors for the old motor from the ESC and remove the 

old motor from the extension arm. All brushless motor wires have 3 wires. Prior 

to disconnection, please mark down the color of motor wire and the motor you’re 

replacing.

(6) Feed the three motor connectors through the extension arm and connect three 

motor connectors to the ESC.

(7) Remount the new motor on the end of the extension arm using the bolts with 

Loctite.

(8) Please verify that the three motor wires are installed in the right positions by 

doing a tie-down flight test described in Section 5.1 and pay special attention to 

the motor that was replaced (look for the marking sticker on the extension arm). 

Always make sure to motor direction is correct, Motor #1 and #3 are counter 

clockwise, and motor #2 and #4 are clockwise.

(9) If the motor direction is correct, go to the next step. If the motor direction is 

incorrect, you may have made a mistake. Check your connections and make 

necessary corrections. Two wires connected incorrectly will cause the motor to 

spin in the wrong direction. Now tidy up the wires by pushing them back into the 

extension arm. For reverse the motor direction, just swap 2 motor wires on the 

ESC.

(10) If you make any changes, always repeat the tie-down flight tests in Section 5.1 

until you are satisfied that everything is operating properly.
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7.2	Replacing	ESC	(For	Repairs	Only)

When replacing the MATRIX ESC, you must follow a specific procedure, otherwise 

you may risk damage to the ESC wires, which may in turn short circuit the ESC and 

Flight Controller. Please remember to reapply Loctite when putting bolts and

screws back.

(1) Make sure your battery is disconnected from the MATRIX.

(2) Remove the screw that lock the MATRIX folding arm

(3) Unscrew all the bolts from the top and bottom carbon.

(4) Disconnect the three motor connectors between the motor and ESC. Prior to 

disconnection, please mark down the color of motor wire and the motor you’re 

replacing.

(5) Remove the corresponding ESC signal connector from the flight controller. Prior 

to disconnection and dismount the defective ESC.

(6) Trace the ESC’s power supply wires back to the battery connector and 

disconnect the corresponding ESC’s red and black bullet connectors.

(7) Carefully remove the ESC from the bottom frame. Mark the old ESC for future 

reference.

(8) Replace the new ESC and connect the ESC signal connector to the flight 

controller (for motor #1 ESC signal connector, it’s connected to M1 on the flight 

controller. Motor #4 connector is connected to M4, etc...)

(9) Reconnect the ESC’s power supply wire, the red and black bullet connectors 

back to the battery connector.

(10) Connect the motor connector back to the ESC.

(11) Remount the bottom frame and mount the extension arm.

(12) Please verify that the three motor wires are installed in the right positions by 

doing a tie-down flight test described in Section 5.1 and pay special attention to 

the motor that was replaced (look for the marking sticker on the extension arm). 

Always make sure to motor direction is correct, Motor #1 and #3 are counter 

clockwise, and motor #2 and #4 are clockwise.

(13) If the motor direction is correct, go to the next step. If the motor direction is 

incorrect, you may have made a mistake. Check your connections and make 

necessary corrections. Two wires connected incorrectly will cause the motor to 

spin in the wrong direction. Now tidy up the wires by pushing them back into the 

extension arm. For reverse the motor direction, just swap 2 motor wires on the 

ESC.
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(14) If you make any changes, always repeat the tie-down flight tests in Section 5.1 

until you are satisfied that everything is operating properly.

7.3	Replacing	Extension	Arms	(For	Repairs	Only)

When replacing the MATRIX extension arm, you must follow a specific procedure, 

otherwise you may risk damage to the motor wires, which may in turn short circuit 

the entire flight controller and the ESC assembly. Please remember to reapply

Loctite when putting bolts and screws back.

(1) Make sure your battery is disconnected from the MATRIX.

(2) Remove the screw that lock the MATRIX folding arm

(3) Unscrew all the bolts from the bottom frame. Put markers on the motor wires (1, 

2 & 3) and the corresponding ESC wires (1, 2 & 3) coming out of the extension 

arm that needs to be replaced.

(4) Identify the extension arm that needs to be replaced and put a marking sticker on 

the corresponding motor and ESC so you can identify which arm, motor and 

ESC you are working on.

(5) Remove the bolts that secure the motor.

(6) Unscrew all the bolts from the bottom frame to dismount the bottom frame.

(7) Remove the two carbon skid plates.

(8) Remove the two screws that lock the extension arm.

(9) Disconnect the three connectors for the motor from the ESC and remove the 

motor from the extension arm. All brushless motor wires have 3 wires. Prior to 

disconnection, please mark down the color of motor wire and the motor you’re 

replacing. Yellow wires are toward the inside of the Matrix, black wires are 

connected to the middle of the ESC pin and red wires are toward the outside 

edge of the Matrix.

(10) Feed the three motor connectors through the new extension arm and connect 

three motor connectors to the ESC.

(11) Remount the bottom frame by put back all the bolts from the bottom frame.

(12) Attach the new extension arm back to the frame and lock the extension arm onto 

the frame

(13) Please remember to use Loctite for all

(14) Please verify that the three motor wires are installed in the right positions by 

doing a tie-down flight test with the propellers removed. Always make sure to 

motor direction is correct, Motor #1 and #3 are counter clockwise, and motor #2 

and #4 are clockwise.
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(15) If the motor direction is correct, go to the next step. If the motor direction is 

incorrect, you may have made a mistake. Check your connections and make 

necessary corrections. Two wires connected incorrectly will cause the motor to 

spin in the wrong direction. Now tidy up the wires by pushing them back into the 

extension arm. For reverse the motor direction, just swap 2 motor wires on the 

ESC.

(16) If you make any changes, always repeat the tie-down flight tests in Section 5.1 

until you are satisfied that everything is operating properly.

(17) Very important! Before attaching the carbon landing skid plates to the CNC 

brackets, please first make sure the inner CNC bracket is secured to the anchor 

shoulder bolt. If the carbon landing skids plates are installed first, it will cause 

the anchor bolt to misalign and possibly strip the CNC bracket screw hole.

(18) Attach the carbon skid plates on both sides of the inner and the outer CNC 

brackets with the 6mm screws.
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FIXED	ID	BIND	for	Walkera	Devo	10	transmitter

Setting up a Fixed ID bind between your MATRIX and Devo 10

IMPORTANT: When adjusting the settings of the MATRIX (while it is turned on), make sure 

that the propellers are removed and that the unit is securely tied down before proceeding in order 

to avoid any accidental flight.

Please ignore this step if you have a Futaba or Spektrum transmitter/receiver

Start by plugging in the Walkera bind plug (comes with receiver, if purchased) to the 

“batt.” port on the receiver, followed by plugging in the battery for the MATRIX. The red light 

on the receiver should blink rapidly. Wait for the MATRIX’s connection tune to finish playing, 

then proceed by unplugging the bind plug (the red light should now blink at a slower pace); 

followed by the battery.

NOTE: The transmitter does not need to be on for this step.

Setting up the Fixed ID on your transmitter

First go through the steps to bind the MATRIX to your transmitter (1. Turn on the 

transmitter 2. Plug the battery into the MATRIX 3. The MATRIX is bound when the red light on 

the receiver turns solid). From the home screen of the transmitter, go into the Main Menu screen 

and select: Model Menu 



Fixed ID



turn Status to “On”



set the ID code to your desired 

value and hit enter. You will see a little menu saying “ID Match.” After the menu disappears, 

unplug the MATRIX battery, followed by the transmitter and you’re done!

IMPORTANT: ALWAYS turn off the transmitter AFTER unplugging the MATRIX). Now 

your MATRIX will only bind with only the transmitter that you have set up the fixed ID bind 

with.
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