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Desert Cardinal UAS Pilots Operating Handbook V1.1

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Desert Cardinal UAS

Instruction Manual
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Desert Cardinal UAS Pilots Operating Handbook V1.3

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M3 Consulting Group, LLC

M3 Consulting Group was founded in 2012 in and is dedicated to working as a Prime and 

Subcontractor with diverse Federal and State agencies. M3 provides expertise in Professional, 

Scientific, and Technical Services (NAICS Code: 541), Data Processing, Hosting and Related Services 

(NAICS Code: 518 & 518210), as well as Research and Development in Biotechnology (NAICS Code: 

541711). In addition to these areas of expertise, M3 has diverse military and academic experience in 

the areas of Intelligence/Intel analytics, digital information/data management, computer science, 

mechanical engineering and electrical engineering. M3 Consulting group LLC, is a veteran and 

minority owned partnership based in Dayton, OH.

Mission Statement

M3 Consulting Group is dedicated to providing its clients with the highest level of subject matter 

expertise in the areas of Engineering, including the development of Unmanned Aircraft Systems. The 

mission of M3 Consulting Group is to provide quality consulting work from the initial proof of 

concept of a new technology through the development and eventual implementation of the 

technology.

Revision Table

12AUG14 V1.0

01JAN15 V1.1

04APR15 V1.2

13JUL15 V1.3
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Contents

SECTION 2: LIMITATIONS .......................................................................................................................................................5

EXTERNAL LOAD LIMITATIONS......................................................................................................................................................5

MOTOR LIMITATIONS.....................................................................................................................................................................5

ENDURANCE LIMITATIONS .............................................................................................................................................................6

VISIBILITY LIMITATIONS................................................................................................................................................................6

WEATHER LIMITATIONS ................................................................................................................................................................6

MANEUVERING LIMITATIONS.........................................................................................................................................................6

GPS LIMITATIONS...........................................................................................................................................................................6

SECTION 3: EMERGENCY PROCEDURES .............................................................................................................................6

LAUNCH OPERATIONS.....................................................................................................................................................................6

ENGINE FAILURE .............................................................................................................................................................................7

LOST COMMUNICATION WITH THE UAS IN FLIGHT .....................................................................................................................7

RECOVERY OPERATIONS ................................................................................................................................................................8

LOST COMMUNICATION BETWEEN PIC AND OBSERVER..............................................................................................................9

ERRATIC CONTROL IN FLIGHT .......................................................................................................................................................9

GPS FAILURE IN FLIGHT ................................................................................................................................................................9

SIMULTANEOUS GPS AND COMMUNICATION FAILURE .............................................................................................................10

SECTION 4: NORMAL PROCEDURES .................................................................................................................................10

AREA SURVEY...............................................................................................................................................................................10

PREFLIGHT ...................................................................................................................................................................................10

LAUNCH PROCEDURES .................................................................................................................................................................12

IN FLIGHT PROCEDURES..............................................................................................................................................................13

RECOVERY PROCEDURES.............................................................................................................................................................13

POST FLIGHT PROCEDURES ........................................................................................................................................................14

SECTION 5: PERFORMANCE.................................................................................................................................................15

AIRCRAFT PERFORMANCE METRICS ..........................................................................................................................................15

SECTION 6: WEIGHT AND BALANCE.................................................................................................................................15

SECTION 7: SYSTEMS DESCRIPTION ................................................................................................................................16

COMPLETE SYSTEM DIAGRAM ....................................................................................................................................................16

SECTION 8: HANDLING SERVICE AND MAINTENANCE...............................................................................................24

MAINTENANCE..............................................................................................................................................................................24

SECTION 9: SUPPLEMENTS..................................................................................................................................................24
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SECTION 10: SAFETY TIPS ...................................................................................................................................................24
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Section 1: General

The Desert Cardinal UAS is a small UAS designed for low level, line of sight flight operations. The 

UAS has been modified for research, pilot training and commercial use purposes. M3 Consulting 

Group, LLC is the purveyor of the Desert Cardinal UAS. M3 Consulting Group is the only current 

qualified operator of the Desert Cardinal UAS.

The flight characteristics of the Desert Cardinal UAS are similar to most Unmanned Aircraft Systems. 

The aircraft has a large high camber wing that is designed to carry a load and fly with stability. The 

aircraft is not designed for acrobatic or inverted flight.

The aircraft utilizes two forms of communication; the R/C transmitter and the Ground Control 

Station (GCS) radio modem. The R/C transmitter uses a 2.4GHz band. The radio modem operates in 

the 900MHz band.

Section 2: Limitations

UAS operations in the National Airspace are operating under evolving guidance from the FAA. It is in 

the opinion and best operating guidelines of M3CG to comply and evolve with changing FAA 

guidelines. No operations shall be permitted or condoned by M3CG, which do not comply with the 

spirit of FAA guidelines. Even though there may be conflicting levels of legality regarding 

commercial uses of UAS in the NAS it is in the best interest of M3CG as of this writing to comply with 

the FAA requirement of a COA (certificate of authorization) before any air operations commence.

The Desert Cardinal UAS is a small UAS designed for agricultural survey, data collection, release of 

substrate and aerial spotting use. The UAS is designed to be operated by a M3CG approved ground 

and flight crew. No operations shall be permitted without M3 Consulting Group trained personnel.

The Desert Cardinal UAS does not have See and Avoid capability. It requires a combination of risk 

mitigation procedures to de-conflict airspace such as observation, NOTAM disclosure and or local 

ATC de-confliction. 

External Load Limitations

The Desert Cardinal UAS can be equipped with external drop bays. These can vary with the payload 

being dropped. A proper weight and balance will allow safe operation of the UAS when equipped 

with external payloads. 

Motor Limitations

The Desert Cardinal UAS is equipped with a 490KV-540KV motor and an 85-amp electronic speed 

control (ESC). The motor shall not be run at full power for 5 minutes continuously to avoid overheating of the ESC. 
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Endurance Limitations

When planning operations with the Desert Cardinal UAS it is M3CG policy to require 30 minutes of 

reserve power available after planned cessation of operations. 

Visibility Limitations

The Desert Cardinal UAS does not have See and Avoid capability. It requires a combination of risk 

mitigation procedures to deconflict airspace such as observation, NOTAM disclosure and or local ATC 

deconfliction. VMC operations are a requirement for Desert Cardinal Operations and no operation 

shall commence without current and forecasted conditions of 3 nautical miles of visibility. 

Weather Limitations

The maximum operational wind limitation for the aircraft is 20 knots. The maximum crosswind 

operating limitation is 15 knots. 

Maneuvering Limitations

The Desert Cardinal UAS is designed to operate in a slow and steady manner. A speed limitation of 

50 knots shall be the never exceed speed. A turn rate of 30 degrees per second shall be the 

programmed maximum autopilot turn rate. 

GPS limitations

The Desert Cardinal UAS shall only be operated when a sufficient GPS solution is available to operate 

the aircraft via the autopilot. The minimum number of satellites for safe operation is six, if this 

number is not reached, the plane will be grounded. GPS availability is a redundant safety built into 

the Desert Cardinal UAS risk mitigation procedures. Without GPS the Desert Cardinal UAS in M3CG 

judgment cannot operate safely in the NAS. 

Section 3: Emergency Procedures

M3CG Safety Policy: The safety of all M3CG employees and associated personnel are of the utmost

importance to the company. No operation will take place unless the proper briefings and checklists 

have been completed. Any person involved in the planned operation may, at any time, stop 

operations if they notice a safety concern. 

Launch Operations

In the event of a launch mishap the UAS operator will attempt to clear any person, object or 

obstruction which could lead to possible loss of life, limb or eyesight. The most probable mishap that

may occur during the launch phase of flight is engine power loss, failure to clear obstacles concluding 

with a CFIT (controlled flight into terrain) event and immediate loss of communication. The risk of a 

stall during the launch phase is high especially during a power loss event. The crew will ensure that 

the launch area is clear and no personnel are in the vicinity of the flight path of the aircraft before 

any launch operations are attempted. The crew will establish an aircraft ditch site before any flight 

operation. This site should be located in the vicinity of the launch area and be located within a safe 
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vicinity of launch location. A preflight survey of the operating area will ensure that a ditch site is 

established and any obstructions are noted and briefed in the preflight brief before any flight event.

A loss of communication with the aircraft during the launch phase will result in a return to the preprogrammed RTL (Return to Launch) location via the autopilot no communication timer. The flight 

crew at this point should initiate the emergency lost communication checklist and troubleshooting 

procedures. Refer Section 3, Lost Communications with UAS in Flight.

Prior coordination of emergency procedures is paramount to mitigate risk in a launch failure. Proper 

preflight briefings will ensure each crewmember is aware of immediate actions required to mitigate 

risks. Checklist usage and proper analysis of the mishap will ensure safe operations during the 

launch phase.

Launch Emergency Checklist

1. If in manual control, point aircraft away from personnel and structures

2. Inform crew of emergency and clear the area for recovery

3. Troubleshoot emergency

Engine Failure

In the event of an inflight engine failure or power loss the operator of the Desert Cardinal UAS will 

follow preflight planning and attempt to place the aircraft in a predetermined ditch location or if 

conditions permit immediately land the aircraft at the recovery point. It is in the best interest of the 

Desert Cardinal UAS program to always mitigate risk to personnel and property even if this leads to 

aircraft loss. If there is not sufficient time to clear the recovery location the predetermined ditch 

location is the best option. If the aircraft lacks sufficient altitude to return the aircraft to the ditch 

location or the recovery location the operator will make a decision as the PIC of the aircraft and use 

best judgment to control the situation and place the aircraft where no harm will come to personnel 

or property. 

The Desert Cardinal UAS is designed to operate in agricultural operations. These areas are

inherently less likely to be inhabited by personnel. An engine failure in flight is unlikely to result in 

any damage to personnel or property.

Lost Communication with the UAS in Flight

The Desert Cardinal UAS is controlled manually via the transmitter. The PIC of the aircraft will 

operate the aircraft with the transmitter during takeoff and landing. In the event of a communication 

failure via the transmitter to the aircraft the PIC has the option to switch to autopilot control of the 

aircraft and henceforth PIC control via the autopilot. If the autopilot ever loses communication with 

the aircraft the PIC has the option to switch to manual control via the transmitter and manually 

control the aircraft. The Desert Cardinal UAS has dual redundancy via two different methods using 
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different frequency bands to communicate with the aircraft. In the event of total loss of 

communication with the aircraft the following procedures describe the auto pilot logic. 

The Desert Cardinal UAS and the ground station send and receive data packets, referred to as 

“heartbeats.” These heartbeats are understood as unique signals from the aircraft to the ground 

station and visa-versa. If communications are lost for more than 20 seconds while in autopilot flight

the Desert Cardinal UAS will turn and fly to its RTL location.

If communications are not re-established with the UAS, the plane will orbit over its RTL location for 

600 seconds. If communications are not restored during this time, then the plane will proceed with 

its auto landing procedure. The auto landing procedure relies on a preprogrammed latitude, 

longitude and altitude of the desired landing zone. During landing, the autopilot will lower the 

throttle and hold the heading established in the auto-landing procedure. Once the plane is within 2 

seconds of the landing zone horizontally, or as soon as the plane is lower than 3 meters above the 

landing zone, whichever occurs first, the aircraft will disengage the motor and land. 

Lost Communication in Flight Checklist

1. Notice lost communication siren via mission planner.

2. Revert to manual control and regain positive control of the aircraft.

2.1 If positive control is gained; recover the aircraft and trouble shoot autopilot.

2.2 If no manual control proceed to step 3.

3. Trouble shoot GCS and transmitter to regain control of aircraft. 

4. Prepare for lost communication auto landing. 

4.1 Inform crew of communication problems.

4.2 Notify local ATC if required by agreement.

Recovery Operations

In the event of a recovery mishap the Desert Cardinal UAS operator will always place the safety of 

personnel and property in the area paramount to the UAS. The most probable mishap to occur 

during recovery operations are engine/power loss, a CFIT event and communication loss with the 

aircraft. 

To mitigate an engine/power loss and CFIT event the crew of the UAS will have briefed suitable ditch 

sites and proper levels of risk to accept when attempting to recover the aircraft in the vicinity of 

personnel and property. The risk of a stall during the recovery phase is high especially during a 

power loss event. The crew will ensure that the recovery area is clear and no personnel are in the 

vicinity of the flight path of the aircraft before any recovery operations involving power loss are 

attempted. If there is not sufficient altitude to return the aircraft to the ditch location nor the 

recovery location the operator will make a decision as the PIC of the aircraft and use best judgment 

to control the situation and place the aircraft where no harm will come to personnel or property.
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A loss of communication during the recovery phase will result in the aircraft returning to its RTL 

location. The flight crew at this point should initiate the lost communication checklist and 

troubleshooting procedures.

Recovery Emergency Checklist

1. If in manual control point the aircraft away from personnel and structures.

2. Inform crew of emergency and prepare for recovery. 

3. Troubleshoot emergency.

Lost Communication Between PIC and Observer

If at any time during flight operations communication is lost between flight crewmembers the PIC 

will direct the aircraft back to its RTL location. This is a predetermined point that the crewmembers

will determine prior to any flight operations. This location will factor in any terrain limitations and 

obstacles and generally be the highest risk mitigation area for the UAS to be operating. If 

communications are not re-established the PIC will use best judgment and decide if operations 

dictate ditching the aircraft, attempting recovery operations or continuing to loiter in the RTL

position. 

Erratic Control in Flight

If at any time the PIC of the aircraft determines that the aircraft is exhibiting signs of erratic flight it is 

the policy of the Desert Cardinal UAS program to recover the UAS and perform a post flight check 

focusing on the flight control surfaces and communication link with the aircraft. If the aircraft 

exhibits normal operation further operations may continue. Make a maintenance entry into the 

aircrafts log book.

GPS Failure in Flight

The Desert Cardinal UAS is designed to be operated by GPS and or manual flight control by the PIC. If 

at any time a GPS solution is lost for the aircraft it shall be M3CG policy to recover the aircraft. Even 

though GPS is not required to operate the aircraft the GPS does provide risk mitigation measures 

such as lost link way points, auto-land waypoints and GEO fence safety features. If the GPS were not 

functional during flight operations and a lost link event occurred the aircraft would effectively not 

know where it was at.

GPS Failure Checklist

1. Notice GPS alarm 

2. Take manual control of aircraft.

3. Check GPS status. 

4. If no GPS solution recover aircraft and troubleshoot.

5. Inform crew of emergency and prepare for recovery. 
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Simultaneous GPS and Communication Failure

If GPS and control link with the aircraft is lost subsequently the aircraft and flight crew are in the 

worst-case scenario regarding UAS operations. The aircraft will rely upon dead reckoning using its 

onboard electronic gyro sensors and attempt to return to the RTL location. These gyros are not 

capable of continuous accurate operation without updates from an external GPS solution. M3 

Consulting group estimates 60 seconds of usable dead reckoning navigation until the aircraft gyros 

are effectively not accurate enough for navigation. During this time the aircraft will not know where 

its RTL is located and have zero input from the flight crew. At this point the aircraft, after both GPS 

and communications timer expiration, will start a 12 degree/second clockwise turn rate and auto 

descend to ground level over timer expiration location. This will give the flight crew time to clear the 

area below the aircraft prior to impact. It is imperative that flight operations are conducted over 

cleared areas just for this possible flight event. 

Section 4: Normal Procedures

Area Survey

A survey of the flight operations area is an integral risk management strategy required for UAS flight 

operations. No flight operations shall be allowed without an Air-Boss or Chief Pilot derived flight 

survey. The key elements to a proper flight survey are proximity to personnel and property, launch 

and recovery obstructions and operating areas; aircraft ditch locations, crew placement and safety 

concerns. 

Preflight

The preflight procedure for the aircraft is when it is time to find any functional problems before 

flight operations commence. A proper preflight inspection followed by function checks is paramount 

to mitigate flight risk. If any problems or communication issues are revealed, flight operations shall 

not commence until the issue is resolved.

Preflight Checklist

1. Starting from the nose of the aircraft, inspect the nose wheel and fuselage for damage and 

maintenance issues. Ensure free rotation of nose gear and note excessive tire wear. Check 

the structural integrity of the nose section of the aircraft. 

2. Continuing to the starboard wing and fuselage of the aircraft check for wing integrity and 

structural integrity of the fuselage. Check the aileron for movement and stability of the pivot 

point. Check the wing tips for integrity. Check the starboard landing strut and wheel for 

rotation and integrity. Check the wing hold down mount and ensure that sufficient force is 

available for flight operations. 

3. Continuing to the tail section check for tail boom integrity. Check the rudder and elevator 

control surfaces for integrity, range of motion and pivot point integrity. Check the control 

horns for ability to pivot and mount integrity. 
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4. Continuing to the port side of the aircraft check the port wing and fuselage of the aircraft 

check for wing integrity and structural integrity of the fuselage. Check the aileron for 

movement and stability of the pivot point. Check the wing tips for integrity. Check the 

starboard landing strut and wheel for rotation and integrity. Check the wing hold down 

mount and ensure that sufficient force is available for flight operations. 

5. Looking down upon the aircraft check the motor mount for rigidity and any movement. Check 

the condition of the propeller and check for any dings or cracks. Look over the fuselage from 

the top profile view and check for any damage or cracks. 

Prelaunch Checklist – Mission Planner

1. Computer Side

1.1. Launch mission planner

1.1.1. Start>> Mission Planner (Mission Planner 3.0) Desktop

1.2. Plug in Telemetry USB

1.3. Double-click on Mission Planner

1.4. Click on “Flight Planner” on top left corner 

1.5. Select flight area under “Action Tab” to start your initial flight mission

1.5.1. Right click in the “Lat” box and click “OK” to set your home position.

1.5.2. Select your home position by clicking the desired location on the map.

2. Plane Side

2.1. Ensure that the plane is stationary on a level piece of ground.

2.2. Check the FrSky Taranis (remote control) to insure that all switches are set to 0 (zero) on the 

control surfaces.

2.2.1. WARNING: if this step is not completed, then the plane is likely to attempt to fly its last 

known mission, causing the engine to engage at 85% of its power. This is extremely 

dangerous for the operator if the operator is not prepared for flight.

2.3. Connect one cable of the main yellow flight battery to the ReadyMadeRC Voltage Step Down 

Regulator. 

2.4. Make sure the left-hand joystick is set all the way down on the FrSky Taranis (remote 

control)`

2.5. Switch on the power – located on the center of the FrSky Taranis (remote control).

2.6. AGAIN – make sure all settings are at zero (all 6 locations)

2.7. Wait for approximately 30 seconds and ensure that that the GPS unit on the plane is flashing 

blue.

3. Computer Side

3.1. In the top menu, click on “Configuration”

3.2. Click “Load Settings” in the upper middle of the screen.

3.2.1. Text will appear that says, “Done” after all scripts are read in – you’ll hear a two 

beeping patterns from the computer at the beginning and the end of the read in process.

3.3. Click, “Save Settings.”

3.4. In the upper right hand corner of the main display, click “Connect”.
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3.4.1. Communication should now be established between the computer and the plane via 

the Telemetry.

3.5. Click on “Flight Data” in the upper left hand menu

3.5.1. Insure you have at least six satellites – located in the lower middle of the map display.

3.5.2. Check your signal strength in the upper right hand corner of the HUD.

3.6. In the Upper left hand corner, click on “Configuration”

3.6.1. On the left side of the screen, click on “ArduPlane Level”

3.6.2. Ensure the plane is in level flight position prior to clicking level. 

3.6.2.1. Click level.

3.6.2.1.1. Note: this step may take a moment to complete – less than two minutes. 

Once this process is complete, the “level” button will read “Complete”

3.7. In the upper left hand corner, Click on “Flight Planner”’

3.7.1. At the bottom of the screen, there will be a green bar with text that says “Waypoints” 

3.7.1.1. Click on the green arrows shaped like a chevron on the right had side of the 

screen. This will expose the Waypoints screen.

3.7.2. Select “Verify Height.” 

3.7.3. Create waypoints by clicking on the map overlay.

3.7.3.1. Ensure the final waypoint is in visible and landing range.

3.7.3.2. Set final waypoint for the setting, “loiter unlim” under the corresponding 

Command drop down tab.

3.7.4. In the lower right hand corner, click “write WP’s”

3.8 Create GEO Fence around operating area. Right click on map and add GEO Fence. 

4. Mission build complete.

5. Ensure the area is clear and flight crew is prepared. A flight survey should have been completed 

at this point and briefings completed. 

Launch Procedures

Once preflight and prelaunch procedures are completed the aircraft is ready for flight operations. 

The PIC shall ensure at this point that all flight notifications have been completed such as NOTAM 

release and local ATC and CTAF callouts are made. 

Prior to aircraft taxi to launch location the ground crew shall have ensured the flight area is clear and 

the observer is in position and communications are established between PIC and observer. Once the 

area is clear and callouts are made the aircraft is cleared to taxi to the start of the launch area. Once 

established at the launch location the PIC shall enquire to the observer the status of the flight area. 

The observer shall state, “Flight area clear, clear for launch.” The PIC at this point is clear to launch 

the aircraft. The PIC will apply power to the motor and takeoff on launch heading. Once a minimum

safe altitude is reach the PIC may turn the aircraft and proceed to flight operations area while 

trimming the aircraft for inflight operations. 

Launch Checklist
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1. Ensure all flight notifications are filed; crew is briefed and if needed radio callouts made. 

2. Taxi to launch area. 

3. Enquire status of flight area from observer.

4. Observer states, “Flight area clear, clear for launch.”

5. Take-off runway heading. 

6. Upon reaching safe altitude; clear to turn aircraft.

7. Trim for inflight operations. 

In Flight Procedures

Once the aircraft is in flight and clear to turn from the launch heading it is imperative that the PIC

trim the aircraft for level flight. The reason for this is that if the PIC has to quickly switch from 

autopilot flight control to manual flight control it is best to have the trim already set. 

At this point of the flight profile the aircraft is also able to go into autopilot guided flight. The 

autopilot flight profile allows you to set an altitude and aircraft position via the GCS visual display. 

The PIC must always be ready to take manual control of the aircraft during autopilot-guided flight in 

case of autopilot or aircraft systems discrepancy. 

In Flight Checklist

1. Trim aircraft for manual flight. 

2. Enable autopilot guided flight if needed.

3. Be prepared to recover the aircraft from GPS guided flight. 

Recovery Procedures

The first step of the recovery process is to prepare the recovery area and decide the final approach 

heading, terrain dependent. This involves making sure the final approach and landing area are clear 

of non-essential personnel. As the landing area is being cleared, move the aircraft back to its home 

position. Once the recovery area is prepared and all notifications are made such as briefing the crew 

and any local ATC announcements made, it is possible to maneuver the aircraft to the approach area. 

Recover the aircraft from autopilot flight mode. Line up the aircraft in a downwind maneuver. 

Maneuver the aircraft downwind and turn base to final when sufficient distance allows safe landing 

in predetermined area. Bring the aircraft to a stop as soon as possible. Once the aircraft is safely on 

the ground and under control it is possible to start the ground taxi to the recovery area. 

Recovery Checklist

1. Clear recovery area and decide approach path.

2. Brief crew on recovery procedures and method employed. 

3. Move the aircraft to its home location. 

4. Notify crew of intentions and make any necessary radio calls. 

5. Recover the aircraft from autopilot mode if enabled. 

6. Move the aircraft downwind paralleling final approach course. 
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7. Turn base to final when appropriate distance allows safe recovery on predetermined area. 

8. Bring the aircraft to a stop. 

9. Taxi to recovery area

Post Flight Procedures

The post flight procedure for the Desert Cardinal UAS is a mirror of the preflight check. The aircraft 

will need to be checked out for any inflight damage and or recovery damage such as a rough landing. 

The motor is not required to be operated during the post flight check.

Post Flight Checklist

1. Taxi the aircraft to the recovery area after recovery.

2. Have ground crew approach and verbally warn, “Keep away of propeller, motor is live.”

3. Move control surfaces and have ground crew check for proper deflection. 

4. Power down aircraft and safe aircraft. 

Upon completion of the post flight procedures a post flight inspection should be completed. This is 

the same procedure as the preflight inspection.

Post Flight Checklist

1. Starting from the nose of the aircraft, inspect the nose wheel and fuselage for damage and 

maintenance issues. Ensure free rotation of nose gear and note excessive tire wear. Check 

the structural integrity of the nose section of the aircraft. 

2. Continuing to the starboard wing and fuselage of the aircraft check for wing integrity and 

structural integrity of the fuselage. Check the aileron for movement and stability of the pivot 

point. Check the wing tips for integrity. Check the starboard landing strut and wheel for 

rotation and integrity. Check the wing hold down mount and ensure that sufficient force is 

available for flight operations. 

3. Continuing to the tail section check for tail boom integrity. Check the rudder and elevator 

control surfaces for integrity, range of motion and pivot point integrity. Check the control 

horns for ability to pivot and mount integrity. 

4. Continuing to the port side of the aircraft check the port wing and fuselage of the aircraft 

check for wing integrity and structural integrity of the fuselage. Check the aileron for 

movement and stability of the pivot point. Check the wing tips for integrity. Check the 

starboard landing strut and wheel for rotation and integrity. Check the wing hold down 

mount and ensure that sufficient force is available for flight operations. 

5. Looking down upon the aircraft check the motor mount for rigidity and any movement. Check 

the condition of the propeller and check for any dings or cracks. Look over the fuselage from 

the top profile view and check for any damage or cracks. 
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Section 5: Performance

Aircraft Performance Metrics

 Climb Rate: 500ft/min

 Decent Rate: 3000ft/min

 Turn Rate: 30o/second

 Max/Min: Cruise speed 50kts-20kts

 Approach: to land speed 25kts

 Max/Min operating altitude: 10,000ft/50ft

 Max Gross takeoff weight: 11KG

 Min Gross takeoff weight: 4.14KG

 Length: 1676MM

 Wingspan: 2520MM

 Est time aloft: 1.5 hrs

 Est payload capacity: 6.86KG

Section 6: Weight and Balance

CG is derived by measuring from the datum point, which is located on the trailing edge of the wing 

near the fuselage. Measure forward of the datum point to find where the CG is located. Shift the 

battery to adjust the CG.

Flying speed and runway needs can change optimal CG positioning in ranges of 190-215mm forward 

of the datum point.

An external payload should be placed near the CG. Test load shift by measuring CG both before and 

after any payload is dropped. Ensure CG remains within recommended range. 
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Section 7: Systems Description

Complete System Diagram

 
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Ground Station

The Ground Station consists of a Laptop, communications and LCD screen. Communications consists 

of a series of three antennas. Two antennas send and receive data, including information regarding 

the flight performance and telemetry of the UAS while the third antenna is used to receive video (if 

equipped) from the aircraft. The ground station Laptop is powered by its own independent battery 

and is connected to an external power source – such as a car’s DC power supply or an electrical outlet 

– where possible. A 2200mAh 12.1Volt 3-cell battery powers the communications. The Laptop power 

supply lasts up to 8 hours between charges.

Mission Planner is a ground control station for APM:Plane. Mission Planner can be used as a 

configuration utility or as a dynamic control supplement for the autonomous vehicle. In the case of 

the desert cardinal it will be used as both a configuration utility and as dynamic control for 

emergency procedures.

 Load the firmware (the software) into the autopilot (Pixhawk) that controls your vehicle.

 Setup, configure, and tune your vehicle for optimum performance.

 Plan, save and load autonomous missions into you autopilot with simple point-and-click 

waypoint entry on Google or other maps.

 Download and analyze mission logs created by your autopilot.

 Interface with a PC flight simulator to create a full hardware-in-the-loop UAV simulator.

 With appropriate telemetry hardware you can:

 Monitor your vehicle’s status while in operation.

 Record telemetry logs, which contain much more information the on-board autopilot logs.

 View and analyze the telemetry logs.

 Operate your vehicle in FPV (first person view)

Computer

Laptop capable of running mission planner.

Taranis R/C controller

The R/C controller is used to control the airplane on takeoff, landing and in emergency 

situations. The R/C controller also switches the Desert Cardinal to the autopilot setting.
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Antenna

Ground Station

2X 900 MHz 5dBi Rubber Duck Antenna

Frequency: 900-930 MHz

Gain: 5 dBi

Horizontal Beam Width: 360°

Impedance: 50W

Max. Power: 50W

VSWR: ≤ 2.5

Lightning Protection: DC Ground

1.3GHz Receiver (Equipped only on flights with camera)

Frequencies:

CH1: 1258 MHz

CH2: 1280 MHz

CH3: 1320 MHz

CH4: 1360 MHz

Model: V3-1300MHZRX

1.3GHz Optimized 8dBi Patch Antenna (Equipped only on flights with 

camera)

Frequency: 1080-1200MHz*

Gain 8 dBi

Horizontal Beam Width 75 degrees

Vertical Beam Width 65 degrees

Impedance 50 Ohm

Max. Input Power 25 Watts

VSWR < 1.5:1 avg.*

Polarization: Vertical or Horizontal
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UAS onboard Antenna

2 X 900 MHz 5dBi Rubber Duck Antenna

Frequency: 900-930 MHz

Gain: 5 dBi

Horizontal Beam Width: 360°

Impedance: 50W

Max. Power: 50W

VSWR: ≤ 2.5

Lightning Protection: DC Ground

Autopilot

PixHawk (PX4)

Processor

32bit STM32F427 Cortex M4 core with FPU

168 MHz

256 KB RAM

2 MB Flash

32 bit STM32F103 failsafe coprocessor

Sensors 

ST Micro L3GD20H 16 bit gyroscope 

ST Micro LSM303D 14 bit accelerometer / magnetometer 

MEAS MS5611 barometer

Interfaces

5x UART (serial ports), 

1x high-power capable 

2x with HW flow control

2x CAN (one with internal 3.3V transceiver, one on expansion connector)

Spektrum DSM / DSM2 / DSM-X® 

Satellite compatible input

Futaba S.BUS® compatible input and output

PPM sum signal input RSSI (PWM or voltage) input

I2C

SPI

3.3 and 6.6V ADC inputs

Internal microUSB port and external microUSB port extension
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Servos

Model: FAM052

Type: Metal Gear

Max Torque: 6.0Kg-6.5Kg 

Input Voltage: 4.8V-6.0V 

Total on vehicle: 3

Use: starboard &port Aileron, front landing gear

Model: FUS017

Type: Plastic Gear

Max Torque: 2.5Kg-3.0Kg 

Input Voltage: 4.8V-6.0V 

Total on vehicle: 2

Use: twin vertical stabilizers

Model: FAM017

Type: Metal Gear

Max Torque: 2.5Kg-3.0Kg 

Input Voltage: 4.8V-6.0V 

Total on vehicle: 1

Use: Elevator

GPS Receiver

Manufacture: 3D Robotics

Description: U-blox GPS w/ compass

Safety Switch

Manufacture: 3D Robotics

Used to arm or disarm actuators and engine.
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Buzzer

Manufacture: 3D Robotics

Description: Chimes specific sounds related to the safe operation of the 

vehicle

PPM Encoder

Manufacture: 3DRobotics

Description: Translates up to eight PWM (pulse width modulation) signals 

into one PPM (pulse position modulation) signal, allowing the connection 

of a PWM receiver to a PPM-compatible autopilot system over a single 

wire. This increases processing speed and reduces points of error.

Receiver

Manufacture: FrSky

Model: D8R II Plus

Frequency: 2.4 GHz 

Channels: 8 

Modulation: Frsky PPX

Operational Range: >1.5Km

Transmitter

Manufacture: FrSky

Model: Taranis X9D 

Frequency: 2.4 GHz
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RDF 900

Total in use: 2 – 1x ground station 1x UAS

Manufacture: RF Design

Manufacturer Description: The RFD900 is a high performance 900MHz, ISM 

band radio modem covering the 902 - 928 MHz frequency band. It is 

designed for long-range serial communications applications requiring best 

in class radio link performance.

Key Features:

Long range >40km depending on antennas and GCS setup

2 x RP-SMA RF connectors, diversity switched.

1 Watt (+30dBm) transmit power.

Transmit low pass filter.

> 20dB Low noise amplifier.

RX SAW filter.

Passive front end band pass filter.

Open source firmware (V1.x) / tools, field upgradeable, easy to configure.

Small, light weight.

Compatible with 3DR / Hope-RF radio modules.

License free use in Australia, Canada, USA, NZ.

Specifications:

Frequency Range: 902 - 928 MHz (USA) / 915 - 928 MHz (Australia)

Output Power: 1W (+30dBm), controllable in 1dB steps ( +/- 1dB @ 

<20dBm, +/- 0.5dB >=20dBm typical )

Air Data transfer rates: 4, 8, 16, 19, 24, 32, 48, 64, 96, 128, 192 and 250 

kbit/sec ( 64k/128k default )

UART data transfer rates: 2400, 4800, 9600, 19200, 38400, 57600, 115200 

baud ( 57600 default )

Receive Sensitivity: >121 dBm at low data rates, high data rates (TBA)

Size: 30 mm (wide) x 57 mm (long) x 12.8 mm (thick) - Including RF Shield, 

Heatsink and connector extremeties

Weight: 14.5g

Mounting: 3 x M2.5 screws, 3 x header pin solder points

Power Supply: +5 V nominal, (+3.5 V min, +5.5 V max), ~800 mA peak at 

maximum power

Temp. Range: -40 to +85 deg C

Battery

Manufacture: ReadyMadeRC

Model: 6S-12.4AH-RMRC

Capacity: 12.4Ah (12,400mAh)

Type: 6S2P / 22.2v / 6 Cell Lithium Polymer

Constant Discharge: 35C (434A)*

Peak Discharge (2 sec burst): 70C (868A)

Recommended Charge Current: 1-3C, 6C Max

Pack Weight: 1605g including wires/connector

Pack Size: 150 x 105 x 50mm
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Charge Plug: JST-XH

Power Connector: XT60

ESC

Manufacture: Finwing Hobby

Model: FAD1301 Stock 85A ESC OPTO

Cells: 2-6

Current: 85A

Peak: 100A

Motor

Manufacture: Finwing Hobby

Model: M60K

Type: Brushless Outrunner 

Max power: 1500W 

Mounting: Rear

KV: 490KV-540KV

Static thrust: 5.5Kg - 6.0Kg

Propeller

Manufacture: APC

Model: APC 15x8e Prop

Type: standard 

Orientation: Pusher 

Size: 15X8e
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Desert Cardinal UAS Pilots Operating Handbook V1.3

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Section 8: Handling Service and Maintenance

The inspection program for the Desert Cardinal UAS consists of a pre-flight inspection, post flight 

inspection, 100-hour inspection and annual inspection. A qualified Desert Cardinal UAS Operator or 

Maintainer can only carry out the inspection process. 

Explanation for preflight inspection: Preflight inspection should start at the nose of the aircraft and 

should proceed in clockwise rotation from the nose of the aircraft to the right side of the aircraft 

proceeding to the tail of the aircraft and completing with an inspection of the left side of the aircraft. 

Explanation for Post Flight inspection: The post flight procedure is a mirror of the preflight 

inspection. These inspections are detailed in the normal procedures section. 

Maintenance

The maintenance program for the Desert Cardinal UAS consists of the ability of a Desert Cardinal UAS 

qualified maintainer to perform a pre-flight inspection, post flight inspection, 100 hour inspection 

and annual inspection. The Desert Cardinal UAS maintainer is the only person authorized to perform 

the 100-hour and annual inspection for the Desert Cardinal UAS. 

Explanation for 100-hour inspection: The 100-hour inspection is a general inspection of the aircraft 

and GCS followed by a check of the CG. The Laptop computer should be defragmented and the dust 

ports cleared. The antenna and all connections should be cleaned. 

Explanation for annual inspection: The Annual inspection is a mirror of the 100-hour inspection.

Section 9: Supplements

None Noted

Section 10: Safety Tips

None Noted