# 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 Unman ned Aircraft Systems (UAS) are Unmanned Aircraft (UA) designed to lift compact digita l 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 c an 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 Ad ministration (FAA) regarding

unmanned aircraft. Information related to unmanned aircraft sys tems 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 Waiv er or Authorization (COAs) are required for each flight when performing public or civil work.

The UAS must be operated duri ng 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 tr ansport or handle the UA with the battery connected. Keep all body parts away fr om the propellers when the battery is

connected.Operator Requirements

A minimum crew of two is required for operating the UAS. A crew cons ists of a Pilot-inCommand (PIC) and Visual observer (VO). Bo th 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 t he 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 oper ation in both manual an d automatic flight modes. In addition to FAA requirements the PIC must meet the tr aining 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 comp etency of the VO. The VO must be capable of assisting the PIC in avoiding air and gr ound 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 dur ing flight. It is re commended that the VO have flying experience with RC aircraft. Bein g able to discern the aircraft’s distance, orientation and heading is a skill that comes with flying experi ence. If the PIC becomes disoriented or loses sight of the aircra ft, the VO must be able to advise the PIC appropriately. The VO must be thoroughly fa miliar with the operatio n 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 facilit ate voice only communications. The VO is responsible for keeping the immediat e 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 co mplies 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 mo des 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 le vel and hold current yaw heading. The aircraft will also hold position using a fusion of iner tial, GPS, and barometri c sensor data. If the

control sticks are moved outside of their “d ead band”, which is the approximate center position, the aircraft will move at a rate proportional to the st ick movement. Upon release of the sticks, the aircraft will hol d the new position, altitude and yaw angle.

Auto While in auto mode the aircraft will fly a pr e-programmed path consisting of X,Y and Z waypoints. Additional commands such as camera shutter triggers can be programmed at specific waypoints or at regul ar intervals along the flight path.

Return to launch (RTL)

When a RTL command is received the aircraft will ri se 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 s hut down. The fixed wing UA utilizes operator set parameters in cluding altitude, airspeed and timers to achieve the desired glide slope a nd flare point for auto landing.Flight Mode selecti on – PIC Controller

Flight Mode selection may be selected thr ough the PIC controller or through telemetry commands. The following contro ller 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 c ontroller 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 additi onal 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 radi o 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 re ceiver and flight controller

fails. Radio failsafe will initiate a Return-t o-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 vo ltage drops a preset voltage for more than 10 seconds. Battery failsafe will initiate a Re turn-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 t hat exceeds the pilots VLOS capability. It is not recommended that the aircraft operat e beyond 2500 feet from the control point.

Geo Fence The geofence will be breached if t he aircraft flies outside the pres et radius and altitude.

The horizontal fence distance must be set for eac h job. The fence must be set to return the UAS to the launch point if it cr osses outside of the operating area.Flight testing and training area

A suitable flight testing area is requ ired for flight testing and training.

The flight testing area must be located out side and away from structures that could interfere with GPS reception.

The flight testing area must be a controlled “sterile” env ironment 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 fl own 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 mu st be located no more than:

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

 3 NM from an airport wit h a published instrument fli ght 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 pub lished instrument flight procedure

UAS testing

A minimum of two, 15 minute test flights must be perform ed 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 replac ed with a different type 3. Flight controller hardwar e 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 plat es have been re-alignedUAS flight traini ng recommendations

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

An instructor is required for all training f lights. 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 un manned or hobby RC aircraft.

If the instructor cannot m eet current FAA airman requi rements or does not have a current exemption to operate t he specific UAS, the instructor is not allowed to fly the UA. In this case, the instructor is limit ed 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 ai rcraft to level flight from any attitude. The PIC must be able to take off, fly, and co nsistently land the ai rcraft in the landing

area without the aid of autonomous control modes. It is recommended that initial flight competency be obtained through t he 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 mo des. If a PIC has to pause to think about which switch to activate or which way to mo ve the control sticks the PIC is not ready to operate the UAS outside of a te st area. It is recommended that the same model of

manual controller be used for simulato r, 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 outsi de of the training area. The PI C 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 t he 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 traini ng area the PIC must de monstrate competency to operate the UAS to the satisfaction of t he UAS instructor. The PIC must possess a

written statement from the inst ructor that the PIC is com petent before the PIC operates

the UAS outside of the test area. This writt en statement must be retained with the operating documents and be ava ilable during UAS operations.UAS training

A training program must be established to ensure that all personnel involved with operations are capable of safe ly operating and maintainin g the UAS. This training should supplement the FAA certification and UAS flight training requirements.

Recommended training topics in clude 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 proceduresBattery Care and Charging

The Lithium Polymer battery used in t he 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 m anufacturers recommendations. Batteries must be charged out of the airc raft. Batteri es must not be charged in an unsupervised

area or near flammable materials.

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

service.

Before charging the battery, check the individua l cell voltages using a battery tester that simultaneously displays individu al cell voltages with a resolu tion of 1/100 of a volt.

Batteries with dents, puffing or visible damage must be discar ded. 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 le ss than .05 volts must be charged in “LiPo Charge” mode.

If, after charging, a difference in cell volt age of more than .05 volts still exists, the battery must be discarded. A fully char ged 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 avai lable to the PIC and VO.

Battery Log Data: Battery ID number Date/time of flight

Airframe number Duration of flight Date recharged mAH replacedFlight times

Flight times will vary based on airframe ty pe, payload, battery capacity, C rating and battery age. Telemetry must be monitored duri ng 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 te st flights at a flight testing area must be conducted to determine a baseline flight ti me with specific batteries and aircraft configurations. The maximum flight time is the length of a fli ght 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 specif ic payload the transmitter’s timer must be

set to one minute less to alert the PIC that the f light 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 maintai ned 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 ma intenance. If the U AS must be powered up for bench testing it must be thoroughly secu red so that it cannot lift off. When conducting any maintenance where power is app lied, personnel must stay well clear of

the aircraft.

Inspection and Maintenance – Multirotor

The UA uses brushless motors with sealed bear ings. No lubrication or maintenance is required. Each of the moto rs 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 mi s-alignment of motor mounting plates 6. Determine the cause of any high temper atures 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 i dentical 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 sol dered to the motor leads. The ESCs are

sensitive to intermittent connections and elim inating connection points increases the reliability of multirotor aircraft. Sol dering 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, firm ware and circuit design. If an identical replacement is not available the entire set must be repl aced with an equivalent optically isolated nonBEC model with firmware optimized for multirotor use. Recalibrati on 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 mo tor 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 F AA 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 scrappedFlight Operating Procedures

The procedures below are a recomm ended 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 confo rms 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 wit h current wind direction if possible

 Put on personal protective equipment as required by or ganizational policy

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

 Set and verify the appropriate geof ence radius for the flight plan

 Brief personnel on the ground on the upc oming flights and potential hazards.

Pre flight inspection checklist

 Inspect props for damage or loose screws

 Inspect airframe for damage

 Make a final test of ba ttery 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 an d 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 st ick 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 satellit es, battery status, attitude and heading

 Visually verify that no other aircraft are nearbyFlying procedures

 Launch aircraft

 Verify stability and position holding performance

 Verify nominal telemetry readings

 Activate autonomous mode if necessary

 During the flight the VO shall repor t the following information to the PIC:

o Nearby aircraft

o Mission status and waypoint count

o Battery status

o Any deviation from the fli ght 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 excessiv e 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 inve stigate and document the flight conditions and suspected reasons for the cras h. Documentation is importa nt so the appropriate repairs can be made. In the event of injury to per sonnel or damage to property, the PIC must follow all FAA regulations r egarding reporting of the inci dent as well as following organizational and OSHA requirements.

Any incident, accident, or flight operation t hat transgresses the lateral or vertical boundaries of the operational ar ea 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 Nationa l Transportation Safety Board (NT SB) per instructions contained on the NTSB Web site: www.ntsb.govArris M680-4 Specifications:

Airframe Type Quadrotor Flying weight 4.7 lbs with QX1 Frame size (motor ci rcle) 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 similarZETA 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 similarProposed flight log format