KYTC UAS 

Operator’s Manual 

Arris M680-4 

Zeta FX-61 

Version 1.8, 6/1/2015 

The latest version of this document shall be kept with the PIC at the ground control point. 
The Arris M680-4 and Zeta FX-61 Unmanned Aircraft Systems (UAS) are Unmanned 

Aircraft (UA) designed to lift compact digital still and video cameras for the purpose of 

photogrammetry, aerial photography and inspection. The aircraft are a fusion of off the 

shelf equipment, and prosumer digital cameras resulting in cost effective and reliable 

aerial data collection platforms that can carry camera payloads up to 12 oz. 

When using the UAS in public or civil operations in the USA, you are required to comply 

with the current regulations of the Federal Aviation Administration (FAA) regarding 

unmanned aircraft. Information related to unmanned aircraft systems is available at 

https://www.faa.gov/uas/. Civil operators are currently required to have at least a sport 

pilot certificate and US drivers license. Certificates of Waiver or Authorization (COAs) 

are required for each flight when performing public or civil work. 

The UAS must be operated during daylight hours using visual line-of-sight (VLOS) and 

visual flight rules (VFR) 

The UAS is not a toy and must be operated by qualified personnel. Rotating propellers 

can cause severe injuries. Do not transport or handle the UA with the battery 

connected. Keep all body parts away from the propellers when the battery is 

connected. 
Operator Requirements 

A minimum crew of two is required for operating the UAS. A crew consists of a Pilot-inCommand (PIC) and Visual observer (VO). Both PIC and VO must be positioned at the 

takeoff and landing area. 

Pilot In Command (PIC)

The PIC is responsible for flight planning and ensuring that the UA will be operating 

within the boundaries of the COA and in weather conditions that permit safe operation. 

The PIC is responsible for safe flight operation in both manual and automatic flight 

modes. In addition to FAA requirements the PIC must meet the training requirements 

below. 

Visual Observer (VO)

The VO must be competent to observe a flight for the purpose of assisting the PIC. The 

PIC is responsible for determining the competency of the VO. The VO must be capable 

of assisting the PIC in avoiding air and ground obstacles as well as providing ground 

situational awareness to the PIC. The VO must be able to discern the direction and 

attitude of the aircraft to assist the PIC during flight. It is recommended that the VO 

have flying experience with RC aircraft. Being able to discern the aircraft’s distance, 

orientation and heading is a skill that comes with flying experience. If the PIC becomes 

disoriented or loses sight of the aircraft, the VO must be able to advise the PIC 

appropriately. The VO must be thoroughly familiar with the operation of the telemetry 

system. The VO must report UAS status throughout the flight. Status information 

includes battery capacity remaining, waypoint count and GPS precision. The Observer 

must be positioned next to the PIC to facilitate voice only communications. The VO is 

responsible for keeping the immediate landing area clear of personnel. 

 
Control Equipment 

The UAS is controlled using a Spektrum DX9 Transmitter and triple diversity receiver. 

The Spektrum system operates in the 2.4 GHz band and complies with part 15 of the 

FCC rules. The Spektrum system uses proprietary DSMX modulation and is well 

proven in noisy RF environments. 

Flight Modes 

The aircraft has 5 operational modes which are summarized below. 

Stabilize 

While in stabilize mode the aircraft will self level and hold current yaw heading. While in 

this mode the aircraft can drift horizontally or vertically. The Operator is required to 

manually position the aircraft while in stabilize mode. 

Loiter 

While in loiter mode the aircraft will self level and hold current yaw heading. The aircraft 

will also hold position using a fusion of inertial, GPS, and barometric sensor data. If the 

control sticks are moved outside of their “dead band”, which is the approximate center 

position, the aircraft will move at a rate proportional to the stick movement. Upon 

release of the sticks, the aircraft will hold the new position, altitude and yaw angle. 

Auto 

While in auto mode the aircraft will fly a pre-programmed path consisting of X,Y and Z 

waypoints. Additional commands such as camera shutter triggers can be programmed 

at specific waypoints or at regular intervals along the flight path. 

Return to launch (RTL) 

When a RTL command is received the aircraft will rise to the RTL altitude, return to the 

home coordinates and then loiter at the RTL final altitude. 

Land 

When a land command is received a multirotor aircraft will descend vertically until it 

senses that it has landed. The motors will then be automatically shut down. The fixed 

wing UA utilizes operator set parameters including altitude, airspeed and timers to 

achieve the desired glide slope and flare point for auto landing. 

 
Flight Mode selection – PIC Controller 

Flight Mode selection may be selected through the PIC controller or through telemetry 

commands. The following controller switch positions are used to select flight modes. 

Switch E Switch F Flight Mode

0 0

Stabilize ‐ multirotor, Manual ‐ fixed

wing

1 0 Stabilize ‐ both airframes

2 0 Loiter

0 1 Auto

1 1 Auto

2 1 Auto

0 2 Return to Launch

1 2 Return to Launch

2 2 Return to Launch

Land mode is activated via telemetry and some failsafe conditions. 

Flight controller hardware, software and firmware 

The multirotor aircraft can be equipped with DJI or 3DR flight controllers. The 3DR 

Pixhawk is the recommended flight controller for fixed wing aircraft. 

 
Aircraft Fail Safe Procedures and lost link handling 

The Pilot-in-Command (PIC) is responsible for safe operation of the aircraft. The 

following automatic failsafe modes provide additional safety features should contact with 

the aircraft be lost or sub-systems fail. 

Radio Failsafe

Radio failsafe will trigger if the aircraft loses the signal from the radio control receiver. 

This mode can occur if the transmitter fails or is turned off, the aircraft travels outside 

the range of the RC system, or the connection between the receiver and flight controller 

fails. Radio failsafe will initiate a Return-to-Launch (RTL) if the aircraft has GPS lock 

and is more than 2 meters from the home position. 

Radio failsafe will initiate a LAND command if there is no GPS lock or the aircraft is 

within 2 meters from the home position. 

Battery Failsafe

Battery failsafe will trigger if the battery voltage drops a preset voltage for more than 10 

seconds. Battery failsafe will initiate a Return-to-Launch (RTL) if the aircraft has GPS 

lock and is more than 2 meters from the home position. 

Battery failsafe will initiate a LAND command if there is no GPS lock or the aircraft is 

within 2 meters from the home position. 

GPS Failsafe

GPS failsafe will trigger if the aircraft experiences a GPS glitch for 5 seconds while in a 

mode that requires GPS. GPS failsafe will initiate a LAND command if GPS failsafe is 

triggered. 

Flight range 

The control system and telemetry have a range that exceeds the pilots VLOS capability. 

It is not recommended that the aircraft operate beyond 2500 feet from the control point. 

Geo Fence 

The geofence will be breached if the aircraft flies outside the preset radius and altitude. 

The horizontal fence distance must be set for each job. The fence must be set to return 

the UAS to the launch point if it crosses outside of the operating area. 

 
Flight testing and training area 

A suitable flight testing area is required for flight testing and training. 

The flight testing area must be located outside and away from structures that could 

interfere with GPS reception. 

The flight testing area must be a controlled “sterile” environment not open to the public. 

The PIC must have permission to use the area for UAS testing and training. 

The flight testing area must be sufficiently large to permit testing of autonomous flight 

modes. 

All testing and training flights must be flown below 200 feet above ground level (AGL). 

All testing and training flights must be flown more than 500 feet from people not directly 

involved with the UAS activity. 

The flight testing area must be located no more than: 

 

 5 nautical miles (NM) from an airport having an operational control tower; or 

 3 NM from an airport with a published instrument flight procedure, but not an 

operational tower; or 

 2 NM from an airport without a published instrument flight procedure or an 

operational tower; or 

 2 NM from a heliport with a published instrument flight procedure 

UAS testing 

A minimum of two, 15 minute test flights must be performed by a qualified PIC and VO 

at a flight testing area to verify correct UAS operation before the aircraft is flown in 

public or civil operations if any of the following occur: 

1. An electrical or electronic component, other than the battery, has been replaced 

or repaired 

2. Propellers have been replaced with a different type 

3. Flight controller hardware or firmware has been updated 

4. Control, camera or sensor equipment has changed 

5. Battery type or capacity has changed 

6. Weight or balance has been altered 

7. Motor mounting plates have been re-aligned 

 
UAS flight training recommendations 

All UAS training must be conducted within the flight testing and training area. 

An instructor is required for all training flights. The instructor may serve as VO. 

Before flying a UAS in training, the PIC must hold a current exemption from the FAA for 

the specific UAS being operated. 

The instructor should meet the current FAA requirements for operating a UAS in 

addition to having extensive experience piloting similar unmanned or hobby RC aircraft. 

If the instructor cannot meet current FAA airman requirements or does not have a 

current exemption to operate the specific UAS, the instructor is not allowed to fly the 

UA. In this case, the instructor is limited to providing “ground school” training for 

maintenance and operations and is limited to verbally advising the PIC during flight 

training. 

The PIC must be competent to manually fly the aircraft using only visual cues. The PIC 

must be capable of discerning the direction and attitude of the aircraft at normal flight 

distances. The PIC must be able to recover the aircraft to level flight from any attitude. 

The PIC must be able to take off, fly, and consistently land the aircraft in the landing 

area without the aid of autonomous control modes. It is recommended that initial flight 

competency be obtained through the use of RC flight simulators and hobby aircraft 

flown indoors. 

The PIC must have a thorough understanding of the manual controller and be able to 

quickly switch the system into the correct modes. If a PIC has to pause to think about 

which switch to activate or which way to move the control sticks the PIC is not ready to 

operate the UAS outside of a test area. It is recommended that the same model of 

manual controller be used for simulator, indoor and outdoor training. 

The PIC must log at least 6 hours of successful flight time or 20, 20 minute flights before 

operating the system outside of the training area. The PIC must be able to demonstrate 

evasive emergency maneuvers as directed by the instructor in order to maintain 

appropriate distances from persons, vessels, vehicles and structures. 

The PIC must demonstrate a thorough understanding of the telemetry system. The 

telemetry system serves as a redundant controller for the aircraft. The PIC must be 

able to command the aircraft to navigate to specific areas and land using the telemetry 

software. 

Before acting as PIC outside of the training area the PIC must demonstrate competency 

to operate the UAS to the satisfaction of the UAS instructor. The PIC must possess a 

written statement from the instructor that the PIC is competent before the PIC operates 

the UAS outside of the test area. This written statement must be retained with the 

operating documents and be available during UAS operations. 
UAS training 

A training program must be established to ensure that all personnel involved with 

operations are capable of safely operating and maintaining the UAS. This training 

should supplement the FAA certification and UAS flight training requirements. 

Recommended training topics include but are not limited to: 

FAA regulations 

Airspace classifications 

Basic electrical concepts 

Basic aerodynamics 

Motor power and thrust 

Sensors 

Telemetry and GPS 

Control theory concepts 

Flight controller parameters 

Airframe maintenance and repair 

Soldering and connectors 

Battery care and charging 

Ground Control Station Operation 

Weather 

Operating procedures 

Flight planning 

Emergency procedures 

 
Battery Care and Charging 

The Lithium Polymer battery used in the UAS must be charged with an appropriate 

battery charger. The recommended charger is the Hitec X4 charger. Batteries must be 

charged in accordance with the battery manufacturers recommendations. Batteries 

must be charged out of the aircraft. Batteries must not be charged in an unsupervised 

area or near flammable materials. 

Batteries must be labeled with a unique ID number and the date they are placed into 

service. 

Before charging the battery, check the individual cell voltages using a battery tester that 

simultaneously displays individual cell voltages with a resolution of 1/100 of a volt. 

Batteries with dents, puffing or visible damage must be discarded. Fully charged 

batteries with any cell under 3.4V must be discarded. 

Batteries with a difference in cell voltages that exceed .05 volts must be balance 

charged in “LiPo Balance” mode. 

Batteries with a difference in cell voltages less than .05 volts must be charged in “LiPo 

Charge” mode. 

If, after charging, a difference in cell voltage of more than .05 volts still exists, the 

battery must be discarded. A fully charged battery will have a voltage of approximately 

4.2 volts per cell. 

Batteries should be charged before flight. When a battery will not be used for over a 

month, it should be stored with a partial “storage” charge. 

The operator must keep a log of battery information with at least the following 

information. It is recommended that this information be stored electronically on the field 

computer so it is available to the PIC and VO. 

Battery Log Data:

Battery ID number 

Date/time of flight 

Airframe number 

Duration of flight 

Date recharged 

mAH replaced 

 
Flight times 

Flight times will vary based on airframe type, payload, battery capacity, C rating and 

battery age. Telemetry must be monitored during the flight to determine when to land. 

The PIC must end the mission when the under load battery voltage during the flight 

drops to 3.5 volts per cell. A series of test flights at a flight testing area must be 

conducted to determine a baseline flight time with specific batteries and aircraft 

configurations. The maximum flight time is the length of a flight where 80% of the 

battery’s mAH capacity is replaced when the battery is recharged. Once a baseline 

flight time has been established for a specific payload the transmitter’s timer must be 

set to one minute less to alert the PIC that the flight should be terminated. A chart of 

batteries, UA configuration and maximum flight times must be kept at the ground control 

point. Battery log information from production flights must be continually compared to 

the baseline data to identify batteries that no longer provide the expected capacity. 

UAS maintenance 

The UAS must be properly maintained for safe and reliable operation 

Damage occurring from normal wear, handling or rough landings must be repaired and 

the system test flown at a flight testing area before the system is flown in production. 

The battery should be disconnected during maintenance. If the UAS must be powered 

up for bench testing it must be thoroughly secured so that it cannot lift off. When 

conducting any maintenance where power is applied, personnel must stay well clear of 

the aircraft. 

Inspection and Maintenance – Multirotor 

The UA uses brushless motors with sealed bearings. No lubrication or maintenance is 

required. Each of the motors must be inspected before each day of flying by checking 

the following items: 

1. Rotate the motor by hand to feel for rough bearings. 

2. Pull the rotor upwards to check for worn washers or missing “c” clips 

3. Check for loose motor mounting screws 

4. Check for loose propeller mounting screws 

5. Check for loose arms and loose or mis-alignment of motor mounting plates 

6. Determine the cause of any high temperatures noted after flight and correct 

Motors with worn parts must be replaced or repaired and test flown for at least 30 

minutes. If an identical replacement motor is not available the entire set of motors must 

be replaced. Motors must be carefully inspected during the “break in” period. 
The propellers must be inspected before each flight. Propellers with chips, deep 

scratches or cracks must be replaced. All propellers must be from the same 

manufacturer and of the same model. If an identical replacement is not available the 

entire set of propellers must be replaced and a test flight conducted. All propellers must 

be balanced prior to installation. 

It is recommended that ESCs be directly soldered to the motor leads. The ESCs are 

sensitive to intermittent connections and eliminating connection points increases the 

reliability of multirotor aircraft. Soldering must be performed by an experienced 

technician capable of making good solder connections. All solder points must be 

insulated with heat shrink tubing. If an ESC requires replacement it must be of the 

same manufacturer, model, firmware and circuit design. If an identical replacement is 

not available the entire set must be replaced with an equivalent optically isolated nonBEC model with firmware optimized for multirotor use. Recalibration of all ESCs must 

be performed when any ESC is replaced. 

Inspection and Maintenance – Fixed wing 

Fixed wing inspection consists of checking the following items: 

1. Check the airframe for damage 

2. Check the propeller for chips or cracks 

3. Check that the propeller collet is secure 

4. Verify that the motor mounting is secure 

5. Verify that the servos, linkages and control surfaces have no excessive play 

The propeller must be balanced prior to installation. 

Maintenance Log 

UAS maintenance must be documented in an electronic maintenance log. 

Maintenance information shall include but is not limited to: 

The serial number and FAA registration number 

The date the UAS was placed into service 

Maintenance issues from flight log 

The date and type of maintenance performed and the technicians name 

The manufacturer, model, cost and vendor of all replacement parts purchased 

The date and the specific part replaced 

The date the airframe was scrapped 

 
Flight Operating Procedures 

The procedures below are a recommended minimum and should be modified and 

documented as needed for specific types of work. 

Flight planning checklist

 Develop and review flight plan 

 Verify the flight plan conforms to FAA airspace regulations 

 Create a flight data folder on field computer 

 Fill out flight log with initial information 

 Charge batteries and record data in battery log 

 Check weather, NOTAMs and TFRs 

 Adjust flight lines to align with current wind direction if possible 

 Put on personal protective equipment as required by organizational policy 

 Perform an on-site visual confirmation that the flight plan avoids obstructions 

 Set and verify the appropriate geofence radius for the flight plan 

 Brief personnel on the ground on the upcoming flights and potential hazards. 

Pre flight inspection checklist

 Inspect props for damage or loose screws 

 Inspect airframe for damage 

 Make a final test of battery voltage and cell balance 

 Verify charged camera battery and available space on SD card 

 Check the balance of the aircraft 

Pre launch checklist

 Clear the flight area of unnecessary and unauthorized personnel 

 Power up ground telemetry system 

 Check laptop battery capacity and connect charger if necessary 

 Power up the PIC controller 

 Verify adequate battery charge on PIC controller 

 Verify flight timer on PIC controller is 1 minute less than max flight time 

 Verify proper flight mode and stick positions on PIC controller 

 Position aircraft at takeoff point 

 Power up aircraft 

 Connect Telemetry 

 Verify altimeter relative altitude is reading zero 

 Check control surfaces 

 Download flight plan to the flight controller 

 Power up camera and set camera mode 

 Remove camera lens cap 

 Check GPS for a minimum of 8 satellites, battery status, attitude and heading 

 Visually verify that no other aircraft are nearby 

 
Flying procedures

 Launch aircraft 

 Verify stability and position holding performance 

 Verify nominal telemetry readings 

 Activate autonomous mode if necessary 

 During the flight the VO shall report the following information to the PIC: 

o Nearby aircraft 

o Mission status and waypoint count 

o Battery status 

o Any deviation from the flight plan or other anomaly 

 The VO shall ensure that the landing area remains clear of unnecessary or 

unauthorized personnel. 

 Land 

Post Flight checklist

 Disconnect the flight battery 

 Place battery in discharged battery storage box 

 Power down the PIC controller 

 Disconnect telemetry 

 Immediately check for excessive motor or ESC temperatures 

 Power down the camera 

 Install camera lens cap 

 Copy telemetry logs to flight log folder 

 Retrieve images from camera 

 Replace or recharge battery in camera 

 Inspect airframe for damage and/or loose fasteners 

 Complete flight log 

In the event of a crash the PIC shall investigate and document the flight conditions and 

suspected reasons for the crash. Documentation is important so the appropriate repairs 

can be made. In the event of injury to personnel or damage to property, the PIC must 

follow all FAA regulations regarding reporting of the incident as well as following 

organizational and OSHA requirements. 

Any incident, accident, or flight operation that transgresses the lateral or vertical 

boundaries of the operational area as defined by the applicable COA must be reported 

to the FAA's UAS Integration Office (AFS-80) within 24 hours. Accidents must be 

reported to the National Transportation Safety Board (NTSB) per instructions contained 

on the NTSB Web site: www.ntsb.gov 

 
Arris M680-4 Specifications: 

Airframe Type Quadrotor 

Flying weight 4.7 lbs with QX1 

Frame size (motor circle) 27” (680mm) 

Motor Type Brushless outrunner 

Propeller Diameter 14” 

Propeller Pitch 5.5” 

Battery Lithium Polymer 

Cell Count 4 

Battery voltage 14.4V 

Nominal capacity 5200 mAH 

Airspeed 0 – 9 mph 

Climb Rate 8.2 feet per second (firmware limited) 

Decent Rate 13 feet per second (firmware limited) 

Endurance 13 minutes 

Reserve Power 5 minutes 

Control Spektrum DX9 

Frequency 2.4 GHz 

Modulation DSMX 

FCC compliance Part 15, unlicensed 

Telemetry 

Frequency 915 MHz 

Modulation FSK 

Output Power 100 mW 

Sensitivity -117 dBm 

Range approximately 0.75 miles 

FCC compliance Part 15, unlicensed 

Camera Canon S110, GoPro Hero, Sony QX1 or similar 

 
ZETA FX-61 Specifications: 

Airframe Type Flying Wing 

Flying weight 4.2 lbs with QX1 

Wingspan 61” 

Motor Type Brushless outrunner 

Propeller Diameter 6” 

Propeller Pitch 5.5” 

Battery Lithium Polymer 

Cell Count 3 

Nominal Voltage 11.1 V 

Nominal Capacity 3300 mAH 

Airspeed 28 mph 

Climb Rate 25 feet per second 

Decent Rate 15 feet per second 

Endurance 25 minutes 

Reserve Power 10 minutes 

Control Spektrum DX9 

Frequency 2.4 GHz 

Modulation DSMX 

FCC compliance Part 15, unlicensed 

Telemetry 

Frequency 915 MHz 

Modulation FSK 

Output Power 100 mW 

Sensitivity -117 dBm 

Range approximately 0.75 miles 

FCC compliance Part 15, unlicensed 

Camera Canon S110, GoPro Hero, Sony QX1 or similar 

 

 
 Proposed flight log format