### 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 Moderniza tion 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 octo copter unmanned aircraft system (UAS) in a sterile environment clear of people and objects for the purpos es of aerial data acquisition and general power line inspection. P hantom 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 certifica tion program administered by UAV OPS, LLC senior st aff as a minimum qualificatio n. Operators are trained on the Phantom 3 , Matrix and S1000 following the OEM training guidelines and syllabu s provided by Turbo Ace, manufacturer of the Matrix and DJI, m anufacturer 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 s UAS specialty components and aircraft. The partners in the corporation have extensive experien ce 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 wil l

### 2



### enhance overall safety and fulfill the Secretary of Transportation's (the FAA Ad ministrator'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.

Th e name and address of the petitioner is: UAV OPS, LLC Attn: Rodd Selman Phone: 718

- 791
- 6201 Emai l: 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 opera tions, 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 S 1000 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 obs erve the training sessions of UAV OPS, LLC trainers on an ongoing basis. Each t rainer 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 op erations to maintain altitu des below 1 25 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 geo

fencing 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

### 3 

### 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. O perations 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 5 00 feet from inhabited structures, b uildings, 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 displ aying ‘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 gli ders, etc.). 18. Prior to each flight, the PIC mu st 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 mainten ance has been

### 4 

### performed, and the UAS is found to be in a condition for safe flight.

19. Any maintenance or alterations t hat 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 t he offic ial maintenance logbook.

### 5 

### 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. T he operator’s Phantom 3, the Matrix and the S1000 authorized maintenance pe rsonnel, PIC, and VO must receive and document training refe renced 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 cente r 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, ac cident, 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.

### 6



### 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 w ithin 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 entran ces 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 hi re, 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

### 7



### commercially operate the Phantom 3, the Matrix and the S1000 s UAS with operators hol ding private pilot or sport pilot certificates. Sections 61.113 (a) & (b) limit private pilots to non

commercial 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

### 8



### 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 t he 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 Pr ivate 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 ena bling 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 a ircraft 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 th e size of the Phantom 3, the Matrix and the S1000 and the description of proposed operations above, an equivalent level of safety will be provid ed. **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 complet ed, 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 Airpl ane 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

### 9 

### ai rcraft 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 publis hed for the Phantom 3, the Matrix and the S1000 by the manufacturer. An equivalent level of safety will b e provided by the PIC obtaining all pertinent weather information from an official FAA weather source (ex. Flig ht 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 th ose 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 op erations, 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.

### 10



### 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 nautic al 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 t hat for at least 25 minutes; or (2) At night, to fly after that for at least 45 minutes. The batterie s 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 voltag e 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 regulat ions 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 ins pections...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 Pil ot In Command following the

### 11



### UAV OPS, LLC Operations manual as well as the DJI and Turbo Ace user m anuals. The operator will ensure that the UAS is in working order prior t o 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 Log s will be provided separately fo r reference.

### 12



### Why is this exemption request in the public’s best interest? By gran ting this exemption request, UAV OPS, LLC will be able to provide exe mplary 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 in dividuals, property on the ground, or other aircraft in the air. For all of the reasons provid ed 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 t he student’s overall ability in a wide array of areas concerning safe flight operations t he refore the foll owing 4 appendices provided by UAV OPS, LLC will further enhance safe operations of the Phantom 3, the Matrix and the S1000 s UAS at all times:

### 13



# Appendix A: **UAV OPS, General**  **sUAS Training M anual**  **:**

**Designation: F2500**

**−** 

### 07


## Standard Practice for 

## Unmanned **Ai rcraft Sy** **stem (UA S) Visual Range Flight**  **Operations 1** 

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 publi

cation. 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 appro priate safety and health practices and determine the applica

bility 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 f

rom Federal Aviation Administration (FAA), 800 Independence Ave., SW, Washington, DC 20591, http://www.faa.gov.

### 1414 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. Term inology**  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 f light 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 com ply with applicable Fed

eral 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

### 15 **F2500 − 07** 

6.1.1 This standard prescribes methods governing the op eration 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 approved4 license 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 regula

tion 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

-in

command 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 consum ption of any

alcoholic beverage, 6.7.2 While under the influence of alcohol, 6.7.3 While using any drug or me dication 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 informa

tion concerning that flight. This information shall include (at a minimum): 7.1.1 Appropriate we ather 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 pub

lished 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 P art 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

### 17 **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 tem

porary f light restrictions designated in CAA NOTAMs. Operations are prohibited without prior approval of the controlling authority. 7.11 Special Flight Rules Areas

—Operations within air

space 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 environ

ment such as trees and hills. These variables can affect the operation in several unanticipated ways and precludes estab

lishing a numerical requirement. This requires the pilot to evaluate each flight independently
. Visual range flight operations require sufficient visibility f or the pilot

- in

- command to maintain c ontrol 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 O

perating 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 % o f their UAS may provide their ow

n 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 com ply with the peri

odic inspection requirements listed in the appropriate mainte

nance manuals. The inspection may be conducted by the builder or a maintenance technician qualified on that ty pe 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. Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 17:22:52 EDT 2015 

### 3

### 19 **F2500 − 07**  The mechanic shall sign the log to indicate com pletion in accordance with the aircraft manuals. 10.4 Transfer of Records

—Maintenance and inspection re cords 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 Op
erations. Any checklist will vary based on the com plexity 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 b efore turning power on to any systems.

### 20 Make sure the aircraft is secure and will not move if the motor wa s 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. A1.1.2.1 4 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 ow ners 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. Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 17:22:52 EDT 2015 

### 4

### 21 **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 f rom 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 exam ple of af light log. This particular log also requires the use of an aircraft Maintenance Log (see Fig. X1.2 ). X1.2 Fig. X1.2 shows an exam ple of a maintenance log. This particular log al so requires the use of aP ilot’s Log (see Fig. X1.1 ).

### 22

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

### 5

### 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) Lau nch System (L) Launch System (L) Manual (M) Manual (M) Sim ulator (S) Simulator (S) UAV System Experience Logbook Chief Controller Signature on page completion **FIG. X1.1 Sample Pilot Flight Log**

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

### 24 Date Aircraft Avionics Airframe Engine Archive Wi ng 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 Aircraft7 P P P

Meteorological Ground Check Reference Left Wing Right Wing T T T U U U**0 7**  Initials: # # 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**

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

### 25 **F2500 − 07**  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 add itional st andards 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 17:22:52 EDT 2015 

### 8

### 26

**Designation: F2910**

**−** 

### 14 

## Standard Specifi **cation for** 

## Design and Construction of a Small Unmanned **Ai rcraft**  **Sy stem (sUA** **S) 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 appro priate safety and health practices and determine the applica

bility 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 Airworthi

ness of Small Unmanned Aircraft Systems (sUAS) F2911 Practice for Production Acceptance of a Small Un

manned Aircraft System (sUAS) F3002 Specification f

or Design of the Command and Con

-trol System for Small Unmanned Aircraft Systems (sUAS) F3003 Specification for Quality Assurance of a Small Un

manned Aircraft System (sUAS) F3005 Specification for Batteries for Use in Small Un

manned Aircraft Systems (sUAS) **3. Term inology**  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 o ccur 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 com

ponents 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 com bustion 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 off

board 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 struc ture 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” im

plies that a procedure or statement is mandatory and must be followed to comply with this standard, “should” im plies recommended, and “may” im plies 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, W est Conshohocken, PA 19428
- 2959. United States

### 27

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

### 1

### 28 **F2910 − 14**  values, test methods, oversight, reference to other standards). “Should” statements are provided as guidance towards the overall goal of im

proving 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

anation’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 mi shap. 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 t

he 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 com ponents capable of causing injury due to mi suse 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 environ

mental 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 require

ments 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 wher

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

### 2

### 30 **F2910 − 14**  landing im

pact 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 instruc

tions 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 pro cedures 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 s afely under all operating conditions as determined by the manufacturer or the engine supplier, or both. Examples include: 5.3.2.1 Ability to be ab le 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 propul

sion 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 mini

mize 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 f uel, 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 am

bient tem

peratures 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 tem perature, 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 Specifica

tion F3002 for design requirements. 5.5 Data Link

—Reserved. 5.6 Systems and Equipment: 5.6.1 All system components shall be designed and con

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

### 3

### 32 **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 con

flight, 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 characteris

NOTE 3

—May not be applicable for manually controlled sUAS using tics of the payload. This is the responsibility of the manufac

simple 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 pay

information 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. 5.8 Control Station

—Refer to Specification F3002 for de

simple model aircraft radio control equipment. 5.6.5 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 initiated when the aircraft is no less than 10 % above the stall be able to engage true stick to surface control at any time. 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 accom

ensure 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 con

5.10.2 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 w here nec

subsystem 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 5.10.3.1 For sUA with more than one power plant, the sUA adequately labeled with respect to current and voltage and 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 w hen 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. Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:36:59 EDT 2015 4

### 34 **F2910 − 14** 

5.10.3.2 For single power plant aircraft, the system shall be designed and constructed so that in the event of p ower 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 c onducting 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 manufac

turer shall conduct a thorough ground inspection of each sUAS produced to verify at least the following: 5.11.3.2 We ight 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 ty pe 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 revolu

tions 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 veri

fied: (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) Com plete 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 com

pletion 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 com

pass 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 tem perature, and pressure altitude; (2) Demonstration of safe takeoff for the operating condi

tions specified for the sUAS; (3) Demonstration of safe climb out; (4) Appropriate response to flight controls in all configu

rations; (5) Demonstration of

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

### 5

### 36 **F2910 − 14** 

5.13.1.2 All design documentation may be developed in the manufacturer’s format or using best available documentation practice s (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 F2 911
. 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 mainte

nance 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 re tain 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 re quirements in Specification F3003
. **6. Keywords**  6.1 small unmanned aircraft; sUA; 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 add itional standards and should be addressed to ASTM International Headquarters. Your comments w ill 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 t he 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 18:36:59 EDT 2015 

### 6

### 37

**Designation: F2911**

**−** 

### 14  ́ **1**


## Standard Practice for 

## Production A**cceptance of Small Unmanned A ircraft Sy** **stem (sUA** **S) 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 com ply with design, construction, and test requirements identified in Speci

fication 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 appro priate safety and health practices and determine the applica

bility 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 Airworthi

ness 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 Un
manned Aircraft System (sUAS) F3005 Specification for Batteries for Use in Small Un
manned 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 com

ponents 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 propulsion system, n
—consists of one or more power plants (for example, a com bustion 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, batterie s, 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 off

board 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” im

plies that a procedure or statement is mandatory and must be followed to comply with this standard, “should” im plies recommended, and “may” im plies 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 im

proving 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

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- 2959. United States Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:37:57 EDT 2015 

### 1

### 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

anation’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 com

ponents 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 im

plied by the applicable consensus standards. If re - quired by a nation’s GAA, the manufacturer/supplier shall also com ply 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 F2 910
. 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 j igs shall be used that produce an airframe which conforms to the engineering design in terms of

p art fit, assembly tolerances, defect size, and other requirements documented in the design. 5.1.2.4 Fastening and joining

—Mechanical com

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

properly secured using safety wire, thread locking adhesives,

### 40 crim ping, 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 appro priate to the application, thermal range and predicted load. 5.1.3 Propulsion: 5.1.3.1 Motor/engine mounting

—Consistent, accepted prac

tices 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 im

pacted 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 contro l 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 instruc

tions (or both) with attention given to proper shock and vibration attenuations. Current draw f rom primary p ower 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 require

ments 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 de

veloped in accordance with Practice F2909
. Maximum safe gross we ight 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 consum ption or in

- flight offloaded payloads, or both. 5.1.5.3 Accountability for system design changes

— No change in physical location of components may b e made without engineering definition of the impact of such change on flight performance or electronic or electrical compatibility o f 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)

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

### 2

.

### 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 b e 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 saf

ety
. 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 F2 585
. 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 estab

lished and maintained and to provide objective evidence of production conformance to specifications and continued effec

tiveness 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 instruc

tions 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, com

ponents, 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 configura

tion and quality of

workmanship before their use. Inspections may be performed at the supplier’s location or the manufac

turer’s location or both. (5) In

- process inspection

—When appropriate, subassem

blies 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 statis

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

### 3

### 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 mo dification 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 devel

oped and im

plemented to ensure com patibility 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 prep ared 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 typ e 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 air

worthiness 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 configu

ration 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 veri fication 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 num ber 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 as built log will suffice for the block. 5.4.3 Test: 5.4.3.1 Production in

-

process test report

—A production in

process 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 produc

tion acceptance test report shall be prepared in the manufac

turer’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 an d if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for addit ional standards and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a m eeting 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 copyrigh ted 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 t he 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

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### 4

### 45

**Designation: F3002**

**−** 

### 14a 

## Standard Specifi **cation for** 

## Design of the Command and Control Sy **stem for Small Unmanned**  **Ai rcraft Sy** **stems (sUA S)**  **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 appro priate safety and health practices and determine the applica

bility 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 Un
manned Aircraft System (sUAS) F3003 Specification for Quality Assurance of a Small Un
manned 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 frequen

cies in which transmission requires permission from a governing body (f or example, the Federal Communications Commis

sion [FCC]). 3.1.10 link error, n
—degradation of the digital signal be

tween 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

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 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 com

ponents 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 com ponents shall minimize RFI so as not to degrade C2 link performance below acceptable levels. 6.1.2 All C2 system and UA com ponents shall minimize RFI so as not to corrupt data transmitted or received over the C2 link. 6.1.3 All C2 system electronic com ponents shall be pro tected from im

pacts that may occur during normal operation (an impact rating of EN 62262 IK06 is recommended). 6.1.4 All C2 system electronic com ponents shall be pro tected 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 ele ctronic 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 Requirem ents**  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 anation’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 com pleted 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

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

### 2

### 49 **F3002 − 14a** 

**FIG. 1 High -**  **Level Functional Block Diagram of the C2 Sy stem**  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 Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:22 EDT 2015 3

### 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 dow

nlink 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 dow

nlink 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 dow

nlink 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 dow

nlink 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 dow

nlink 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 dow

nlink 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 dow

nlink 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 incom patibility is detected between the GCS and the systems with which it communicates. 9.2.8 If a C2 dow

nlink 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 Requiremen ts:

### 52

9.4.1 If a C2 dow

nlink 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 dow

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

### 4

### 53 **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 regard

less 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 dow

nlink 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 advi sed 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 revie wed every five years and if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for add itional standards and should be addressed to ASTM International Headquarters. Your comments will receive caref ul 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 t he 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 Specifi **cation for** 

## Quality **A ssurance of a Small Unmanned A** **ircraft Sy stem**  **(sUA S)**  **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 appro priate safety and health practices and determine the applica

bility 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. Term inology**  3.1 Definitions of Terms Specific to This Standard: 3.1.1 manufacturer, n
—entity responsible for assembly and integration of com

ponents 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 com bustion 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 in

spections 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 off

board 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” im

plies that a procedure or statement is mandatory and must be followed to comply with this standard, “should” im plies recommended, and “may” im plies 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 im

proving 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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- 2959. United States Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:49 EDT 2015 

### 1

### 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

anation’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 evi

dence 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 im plementation of

the QAP may consist of one or more company em

ployees, com

pany 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 com ponents 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 Compli

ance. 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 imple

mented to ensure that only the latest revisions to the QAM are in use.

### 57

5.6 Quality Assurance Audits

—The manufacturer shall con

duct 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 Com

ponent 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 im plemented to control all special processes and services related to the pro duction of airframe com ponents considered by the manufac

turer 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 im plement 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 in

spection 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 im ple

ment 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. Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:49 EDT 2015 

### 2

### 58 **F3003 − 14** 

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 pro duction 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 asUAS. Otherwise, the item shall be rejected. 7.4 The manufacturer shall keep a permanent record show

ing the disposition of nonconforming items that have been evaluated and acc epted by the MRB. The QAR shall document the use of any nonconforming material. 7.5 Rejection of Nonconforming Items

—A process for dis

posing 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

c onducting 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 im

plement a system to correct any anomalies found during ground checks or flight testing and be docu

mented 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 docu

mented in the QAP. 9.3 sUAS manufacturers shall establish training and evalu

ation 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
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 t he 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/).

### 59

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:38:49 EDT 2015 

### 3

### 60

**Designation: F3005**

**−** 

### 14a 

## Standard Specifi **cation for** 

## Batteries for Use in Small Unmanned A**ircraft Sy stems**  **(sUA S)**  **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

-the

shelf (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 appro priate safety and health practices and determine the applica

bility 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 Sam pling Procedures and Tables for Inspection by Attributes 3 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 tem

perature 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

c onnect 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” im

plies that a procedure or statement is mandatory and must be followed to comply with this standard, “should” im plies recommended, and “may” im plies 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

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 18:39:30 EDT 2015 

### 1

### 62 **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

o f the sUAS, b atteries 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 sy

nony mous with small Remotely Piloted Aircraft System (sRPAS), and SUA is sy nony mous 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 com ponent of a pack intended for use in a sUAS. The cell supplier is the manufac

turer of the fundamental cell(s) constituent in a b attery 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 f or 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 dow nlinks 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 anation’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 com

bustion) 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 com pliance 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 f ailure 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. Sam pling 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 sam

ple 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.

Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:39:30 EDT 2015 

### 2

### 64 **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 c ell 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, by

passing 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 ty

pical 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 mo del 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 tech nical 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 f or 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, chemistry

specific 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 ty pical 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 im pact. 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 assem bly may be surrounded with im pact and vibration

- absorbent material such that the as sembled pack meets governing

-body requirements for ship

ment by air. 6.5 Puncture Resistance

—An assem bled pack having one or more non-rigid cells shall be housed in a protective material that provides resistance to me chanical 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 em

ployed. 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 wi ll be carried on another aircraft for launch. 6.6 Identification

—

Pack identification is required as fol

lows:
Copyright by ASTM Int'l (all rights reserved); Tue Mar 24 18:39:30 EDT 2015 

### 3

### 66 **F3005 − 14a** 

6.6.1 Supplier

—The pack assembler defined in 3.2.5 shall be identified by

name on the pack (a com pany 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 num ber 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 accommo date 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 OW NER’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, LiFePO 4 , 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 ty

pical capacity

o f a newly

manufactured pack or that of a “broken

- in” pack, whichever is less
. The “broken

- in” capacity is defined as the ty pical 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 p ack that carries a nominal claimed capacity should be within 1 Sigma of the nominal capacity

s o 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 ty

pe 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 tem perature does not exceed tem

peratures 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 heavy

duty 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 po int of contact. Alternatively, the use of multiple single

-point pins may be em ployed to satisfy the need for redundancy. 7.1.4.3 Non

-Electrical Materials

—Connectors shall be se lected having housing material that is rated to withstand tem peratures 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

p ack end

-to - end voltage alone is not satisfac

tory; 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 cell

balancing, 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 cell

balancing 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 comb ination 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 mainte

nance 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 − 1**  **4a** 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 cell

balancing circuitry. For added safety, charging may be done in a flame

- and explosion

-resistant enclosure. 8.1.1.2 Temperature C

hange (Lithium Chemistries)

— A de

crease in capacity

o f 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 service

life 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 op erations regularly require DOD exceeding 80 %, additional em phasis 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 s ervice 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 o f 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 ty pical 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 subje ct 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**  **:** 

# Tu rbo	Ace MATRIX 

# Turbo Ace MATRIX

**Quadcopter User Manual**

V11

**© 2013 Turbo Ace**

### 71 

# 1

### 72



# Turbo	Ace	MATRIX **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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# Turbo	Ace	MATRIX 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 

### TESTI NG & OPERATIONS
................................ ................................ ....................... 59 

### 5.1 Tie

-Down Flight Test
................................ ................................ ..................... 59 

### 5.2 Actual Flight Test & Training
................................ ................................ ........ 60 

### 5.3 LED Li ght Description for NAZA

- Lite
................................ ......................... 62 

### 5.4 LED Li ght Description for NAZA

-V2
................................ .......................... 63 

### 5.5 Battery

Tips
................................ ................................ ................................ .... 63 

### CAMERA MOUNT SETUP
................................ ................................ ........................ 65 

### 6.1 Gy rox Brushless Gimbal Setup
................................ ................................ ...... 65 

### 6.2 MATRIX CAMERA MOUNT SERVO CONTROLSETUP
....................... 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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# Turbo	Ace	MATRIX 

# 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 o f 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 b alanced 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	Imp **ortant	Instructions** * **Read the**  **entire Matrix**  **Instruction Manual**  on your included USB flash drive before you operate the Matrix.

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# Turbo	Ace	MATRIX

* 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**, pl** **ease 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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# Turbo	Ace	MATRIX 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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# Turbo	Ace	MATRIX
* 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 a b out 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. Li ft 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 i s 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 ye llow 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 o f 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 pas ses 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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# Turbo	Ace	MATRIX
**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 Gy

ro with 6

-DOF Motion & MEMS Sensor Technology
 Full Compatibility

with Standard 2.4GHz Systems
 4 Dy

namically 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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# Turbo	Ace	MATRIX

 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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# Turbo	Ace	MATRIX

 1 x Turbo Ace MATRIX Quad Flyer (3 x B ody Plates

– Top Cover, Middle, Bottom, 4 x Motors, 4 x ESC, Flight Controller)
 2 x CCW Propellers (1555 Ty pe) & 2 x CW Propellers (1555R Ty pe)
 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 f or 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 pro**  **gram 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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# Turbo	Ace	MATRIX
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

s liding 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 Lo ctite 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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# Turbo	Ace	MATRIX 

# DIAGRAMS	AND	PARTS **2.1	Top	View**

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# Turbo	Ace	MATRIX **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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# Turbo	Ace	MATRIX

8 Flight Control DJINAZA
- 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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# Turbo	Ace	MATRIX **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** 

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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

f orward/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 c amera, 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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# Turbo	Ace	MATRIX 

# 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 c arefully, 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 p olarity 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 f rom 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 corre sponding 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 WI

N7 or WI N8) 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 ASSI STANT 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 u p, 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) CONTROLMODE 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 f rom 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 ad just 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 re bind, 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 DJINAZA 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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# Turbo	Ace	MATRIX 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 Ty pe Select is Airplane mode, pressing ENT on the Devention10 

##  model menu 

##  ty pe select 

##  airplane) and making sure that Function shows as ACTIVE. 

### (1) The NAZA Assistant screen should show INTELLIGENT ORIENTATION CONTROL with Home Lo ck | 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 Lo ck” 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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# Turbo	Ace	MATRIX (7) Flip the FMOD SWITCH backward (towards the sky). If the “Home Lo ck” 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 Wa lkera DEVENTION 10 RX1002 2 Spektrum DX8 AR8000 3 JR DSX7 RD721 4 JR 9XII 5 WF LY 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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# Turbo	Ace	MATRIX **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 Gy

rox 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. Inorder for GPS or Attitude mode to function, first it is important to make sure the mix switch on your radio is all the way f orward. 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 b e 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 check** **ing 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 c ause 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 ASSI STANT SOFTWARE

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# Turbo	Ace	MATRIX
After completion of the installation of the NAZA ASSI STANT 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	Trans **mitter	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) Gy ro: 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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# Turbo	Ace	MATRI X
check. Failure to do so may c ause 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

s ettings 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 ATT ITUDE 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. Inthe 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 MANUALM ODE 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 ASSI STANT SOFTWARE. The default setting for BASIC GAI N 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 USB
MicroUSB cable. Failure to do so may c ause 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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# Turbo	Ace	MATRIX 

# 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/qw vt489g9j6zs7x/Calibrat ion%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 c arefully, as they will only take a few minutes.

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# Turbo	Ace	MATRIX
(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 p olarity 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 f rom 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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# Turbo	Ace	MATRIX 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 f or 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/8y bfe61e6o8bxae/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 WI

N7 or WI N8) 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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# Turbo	Ace	MATRIX (7) Double click on the application file named NAZA ASSI STANT 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 u p, 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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# Turbo	Ace	MATRIX

 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) CONTROLM ODE 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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# Turbo	Ace	MATRIX
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 Fla p 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 f rom 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 I NH.

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# Turbo	Ace	MATRIX 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 GO
HOME 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 AR 8000 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) F lip 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 Lo ck” 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	Onl**y)** The MATRIX prefers a 2.4GHz system, but also supports 35MHz, 40MHz, and 72MHz. 

## No. Brand Transmitter Receiver 1 Wa lkera DEVENTION 10 RX1002 2 Spektrum DX8 AR8000 3 JR DSX7 RD721 4 JR 9XII 5 WF LY 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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# Turbo	Ace	MATRIX **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 Gy

rox 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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# Turbo	Ace	MATRIX **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. Inorder for GPS or Attitude mode to function, first it is important to make sure the flap switch on your radio is all the way f orward. 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 b e 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 fl** **ight 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 cas ing (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 every

thing 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 c ause 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 ASSI STANT SOFTWARE After completion of the installation of the NAZA ASSI STANT 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) Gy ro: 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 (Ple ase 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 c ause 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

c ause the MATRIX to lose control and may result in serious damage. If the original factory

s ettings are altered in any way, with the exception of transmitter c alibration 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 ASSI STANT SOFTWARE. The default setting for BASIC GAI N 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 USB
MicroUSB cable. Failure to do so may c ause 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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# Turbo	Ace	MATRIX 

# 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 c arefully, as they will only take a few minutes.

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# Turbo	Ace	MATRIX
(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 p olarity 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 f rom 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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# Turbo	Ace	MATRIX

(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/wws2w6py ba91ra9/5.%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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# Turbo	Ace	MATRIX (5) Connect the provided Programming USB Cable from your PC computer’s USB port (XP or WI

N7 or WI N8) 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 ASSI STANT 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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# Turbo	Ace	MATRIX (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 u p, 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) CONTROLM ODE 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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# Turbo	Ace	MATRIX
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 SBSwitch 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 

##  adj ust 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 “SUB

TRIM” 

##  scroll down to Channel 5 

##  change the value until “A” segment turns blue. 

### (6) Flip the SB Switch forward (away f rom 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 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 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 Lo ck” or “Home Lo ck”, 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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# Turbo	Ace MATRIX (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 Wa lkera DEVENTION 10 RX1002 2 Spektrum DX8 AR8000 3 JR DSX7 RD721 4 JR 9XII 5 WF LY 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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# Turbo	Ace	MATRIX **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 Gy

rox 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. Inorder 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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# Turbo	Ace	MATRIX experiencing difficulties in handling the aircraft, it may b e 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 “L NK” 

##  scroll down to “Function” press “RTN” 

##  scroll down to channel 5 

##  Change CTRLto “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 i s to ensure every

thing is in the correct default mode when all the switches on your radio are all the way f orward (away

f rom you). You can us e 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 c ause 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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# Turbo	Ace	MATRIX
Double click on the NaZaInstaller.exe located in the provided 8GB USB flash drive to install the NAZA ASSI STANT SOFTWARE After completion of the installation of the NAZA ASSI STANT 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 **Tra nsmitter	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) Gy ro: 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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# Turbo	Ace	MATRIX
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 c ause 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

c ause the MATRIX to lose control and may result in serious damage. If the original factory

s ettings 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 ATT ITUDE 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 ASSI STANT SOFTWARE. The default setting for BASIC GAI N 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 USB
MicroUSB cable. Failure to do so may c ause 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	1 **4SG	& 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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# Turbo	Ace	MATRIX 

# TESTING	&	OPERATIONS **5.1	Tie -**  **Down	Flight	Test** (1) Tie down all four arms (not the skids) of the MATRIX to a heavy f ixture such as a table or a work bench. Make sure there is plenty o f 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 gy ro compensation and the MATRIX will not be able to operate properly
. (3) Make sure your battery i s fully charged using a battery

meter (about 4.1V to 4.2V per cell on all 6 cells) Plug in the battery c onnector 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 s o 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 c ause 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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# Turbo	Ace	MATRIX (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

f light 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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# Turbo	Ace	MATRIX **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 i s low will only

put your aircraft at risk. Always check your battery

before each flight. (2) Unlike other rechargeable batteries, LiPo batteries can easily b e 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 p ermanently damage your battery
.

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# Turbo	Ace	MATRIX (3) Disconnect the battery p lug 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 i s 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 i s 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

f unction in your radio. Monitoring your batteries for maximum drain will greatly improve flight time but it requires knowledge of Li

-Po battery p ower 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 Lo ad is set to 22.8V, Loss is set to 0.6V and Loaded is set to 22.2V 4. Second Level Protection 

##  No Lo ad is set to 19.2V, Loss is set to 0.6V and Loaded is set to 18.6V

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# Turbo	Ace	MATRIX 

# CAMERA	MOUNT	SETUP **6.1	Gyrox	Brushless	Gimbal	Setup** First, balance the gimbal and battery on the quad by

adjusting the battery

p osition. 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. Iti s 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 i s 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 i s off, the gimbal will buzz or shake. Shift the camera until the shaking stops. (5) Brushless gimbals have a much quicker compensation than traditional servo driven gimbal. Rough handling will cause your gimbal to malfunction. If this occurs, unplug the power and go through the initialization by s etting it on the ground.

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# Turbo	Ace	MATRIX
**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 gy ros 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 DJINAZA 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 gy ro 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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# Turbo	Ace	MATRIX 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 c an 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 gy ro 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, pleas e be very

c autious 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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# Turbo	Ace	MATRIX

on the application DJI NAZA Assistant Software. At first launch of the application, the language may

a ppear in Chinese

- click on this Chinese tab any way and change the language to English by

c licking on the tab on the top of the screen. Sometimes when you launch an application and you don't see anything, it may b e 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 subj ect 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 b e 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 ty pe 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 Ass istant 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 b e 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 o f 10. Iti s important that you click the "WRITE" tab, otherwise the new settings will not be stored in the flight controller.

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# Turbo	Ace	MATRIX **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 GAI N needs to be set at a minimum of 90%. If your MATRIX is not as stable after a heavy c amera or camera mount is installed, you should increase the BASIC GAI N and ATTITUDE GAI N by 1 5%
-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 DJINAZA 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. Iti s 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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# Turbo	Ace	MATRIX 

# 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 every thing is operating properly.

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# Turbo	Ace	MATRIX **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 ar

m. For reverse the motor direction, just swap 2 motor wires on the ESC.

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# Turbo	Ace	MATRIX (14) If you make any changes, always repeat the tie

- down flight tests in Section 5.1 until you are satisfied that every thing 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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# Turbo	Ace MATRIX (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 every thing 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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# Turbo	Ace	MATRIX **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

f or 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 IDcode 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 IDbind with.

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