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# Change Record

Revision Description of Change Release Date

A Initial Release See title pageManual PCN

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# Table of Contents

1. Purpose

................................ ................................ ................................ ................................ 3

2. General System Overview

................................ ................................ ............................. 4

3. Technical Specifications

................................ ................................ ................................ 5

4. Automatic Aircraft Responses to Abnormal Conditions

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## 1. Purpose

PrecisionHawk created this document to assist owners of PrecisionHawk platforms with regulatory applications and approvals. This document contains the technical information required by most regulatory bodies worldwide to approve the PrecisionHawk platforms for commercial use.

Note that this document does not provide any information about the expected

behavior or specific procedures that personnel s hould follow during any normal, emergency or otherwise scenarios. Such procedures may include specific logging, notifications, training and saving as required by the local regulatory bodies. It is the sole responsibility of the applicant to provide this information to the regulatory agency, as PrecisionHawk may not legally provide guidance to clients in this regard.Manual PCN

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## 2. General System Overview

The Aircraft HawkEye Mark III Unmanned Aerial Vehicle (hereinafter referred to as Aircraft) is a lightweight UAS, wei ghing in at approximately 5.5 lbs. with payload. The body construction is Aircraft Styrofoam, fiberglass, plastic and composite material. It employs a single 3900 mAh Lithium Polymer battery pack and has a typical flight time of forty

- five (45) minutes ( depending on the payload). It is outfitted with an APM autopilot. The APM autopilot is a fully integrated autopilot module that stabilizes the Aircraft in flight using an on

- board Inertial Measurement Unit (IMU). The Aircraft autopilot module receives wayp oint commands, which then sends commands to the motor and control surfaces to achieve the desired flight path. While the APM autopilot is an open

- source product (meaning that the user community is free to modify the hardware and software), PrecisionHawk h as extensively tested one version of hardware and one version of firmware that is used on every Aircraft. PrecisionHawk rolls back the firmware and hardware (if required) for each autopilot module to the approved version for production release, to ensure q uality and consistency from one Aircraft to the next. The Aircraft is hand

- launched, and can be landed automatically or manually. The landing style is traditional, but belly

- lands as opposed to having landing gear.

The Aircraft has multiple payload confi gurations (see Section 3 ). Through these configurations, and through the Aircraft’s design, an operator can collect high

resolution, remote sensing data with minim al effort.

The Aircraft automatically computes flight paths, survey parameters, takeoff and landing paths, as well as other vital information. Once a survey is complete, software pulls information from the Aircraft computers and transfers all remote sensi ng data, flight information and diagnostics to remote servers. Users are never required to manually generate plot mission paths or build flight plans based off of weather conditions. Instead, the Aircraft will automatically adapt to its current conditions.

The artificial intelligence that operates all elements of the Aircraft and makes aerial and data decisions throughout the PrecisionHawk system is the core reason why PrecisionHawk has been able to secure sub 1 cm per pixel imagery. In addition, the

Aircr aft is equipped with advanced diagnostic capabilities, enabling it to monitor all facets of the mission from power consumption to airframe fatigue to survey quality.

The Aircraft connects to the operator through the PrecisionHawk Flight Planner and

the APM Mission Planner Ground Control Station Software via a long range dedicated radio link. Additionally, the Futaba

- compatible RC transmitter interface allows direct

interaction.Manual PCN

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## 3. Technical Specifications

Technical Overview

Manufacturer: PrecisionHawk Inc

. 9001 Glenwood Avenue

, Suite 100 Raleigh, NC 27617

Model: HawkEye MK III, Rev 4

Type: Single Electric Motor Fixed Wing

Airframe Dry Weight (no battery): 3.74 lbs. (1.7 kg)

Battery Weight: 0.75 lbs. (0.34 kg)

Maximum Take

- Off Weight (MTOW): 5.95 lbs. (2.7 kg)

Wingspan: 4.9 ft. (1.5 m)

Length: 3.28 ft. (1 m)

Propeller Diameter: 9

- 11 in. (22.8

- 27.9 cm)

Landing Gear: None

Motor Type: E

- Flight Park 480 1020 Kv

Internal Components: x Flight Instruments:

o 3

- axis rate gyros, pitch/roll/yaw sensors, heading, altitude, airspeed,

temperature

x Navigation:

o GPS, inertial measurement unit

x Computers:

o One for vehicle control and stability;

a second for mission control and

vehicle status monitoring

Control Data Link Antenna : 1 x dipole antennaManual PCN

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Page 6 Flight Characteristics

Operating Modes: 1. Autonomous Way

- Point Flying

2. Stabilized Control Flying

Maximum Operating Air Speed: 56 mph (25 m/s)

Maximum Wind Speed: 27 mph (12 m/s)

Nominal Ground Speed: 27 mph (12 m/s)

Launch Type: Hand launch

Maximum Operating Altitude: 13,120 feet (4,0 00 m)

Maximum Flight Time: Up to 45 min. (dependent on payload)

Unobstructed Takeoff Length: 131 ft. (40 m)

Sensor Types

Visual (RGB) : Converted Nikon 1 J3 and J4 14.2 MP Still,

Bands: 390nm

- 700nm

Infra

- Red : FLIR

– Tau II Thermal camera system
640x480, Bands: 7,500 nm

- 13,500 nm

High

- Resolution Multispectral Sensor (BGNIR) : Converted Nikon 1 J3 and J4 14.2 MP Still,

Bands: 380nm

- 800 nm, with 570nm to

650nm removed

Five Channel Multispectral : MicaSense RedEdge: 475nm, 560nm,
670nm, 720nm, 840nm

Six Channel Multispectral : Converted Tetracam μ MCA, Interchangeable Filters: 490nm, 550nm,
680nm, 720nm, 800nm, 900nm

UV Sensor : Collects Bands: 275nm

- 400nm

LiDAR : Angular Scanning Range of 270 degrees,

100 m rangeManual PCN

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Page 7 Ground Station

Dimensions: Width: 2.75 in. (7 cm) Length: 6.69 in. (17 cm) Height: 2.36 in. (6 cm)

Weight (including battery): 1.54 lbs. (700 g/0.7 0 kg)

Power Source: Lithium

- Polymer Battery

Battery Voltage : 12 .6 V olts

Ground Station Software: (Graphical User Interface) PrecisionHawk Flight Planner and APM

Mission Planner

Internal Components: 1 x Main board (8bit CPU) 1 x Digital

modem

1 x Wireless Modem

1 x Futaba

- compatible RC transmitter

interface 1 x RS232 to USB serial port

Control Data Link: 433 MHz Europe OR 915 MHz North

America

Video data downlink: One 480 x 640 display with receiver (5.8 GHz) (optional)

Antennas: Control Data Link: 1 x Omni

- Directional, Vertically Polarized, 2.1 in. (7 cm) AntennaManual PCN

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Page 8 Aircraft Battery

Dimensions: Width: 2.36 in (6.0 cm) Length: 6.02 in (15.3 cm) Height: 1.96 in (5.0 cm)

Battery Weight: 0.75 lbs. (342 g/0. 342 kg)

Cell Chemistry: Lithium

- Polymer

Charge Capacity: 3900 mAh

Battery Power Output: 12.6 volts

Battery Design: Custom Designed C

- Hook

Battery Connectors: Integrated Balance, Power, and Health

Battery Charger

Dimensions: Width: 4.65 in. (8.5 cm) Length: 3.4 in. (11.8 cm) Height: 1.1 in. (2.8 cm)

Charger Weight: 0.58 lbs. (265 g/0.265 kg)

Model: Thunder Power TP610C

Charging modes: 1. Competition (fast charge) 2. Storage (trickle charge)

Recharge Time: Approximately 75 minutes (after a complete fight)

(Note: A complete flight is when the Battery at the start of pre

- flight indicates on the GUI as approx. 12.6 volts and at the

end o f the flight indicates on the GUI at below approx. 10.6 volts).Manual PCN

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## 4. Automatic Aircraft Responses to Abnormal Conditions

Airframe Damage

In the event of loss of control due to airframe damage, the Aircraft will attempt to maintain mission operations. In the event that the damage is sufficient to preclude proceeding with the mission, but the system still has some control, it will attempt to return to the recovery area. If this is not possible, all control surfaces will go to predefined positions, and the system will try to ground the vehicle at the current location and terminate servo outputs after a certain amount of time.

Battery or Elect ronic Systems Failures

In the case of low battery voltage, the Aircraft’s mission control computer will automatically command the Aircraft to return to the landing position when the Aircraft battery reaches a certain capacity threshold. This is a capacit y such that the Aircraft will have sufficient capacity to return home to the designated landing area given flight and weather conditions. In addition, in the unlikely event the Aircraft computer is unable to provide this function; the flight control compu ter (distinct from the mission control computer) has its own, preconfigured fail

- safes. This also returns the Aircraft to the home position.

If the battery level reaches critical levels, the propulsion motor will shut off but the flight control surfaces r emain active, enabling the Aircraft to land at the current location. This prevents the loss of an Aircraft due to autopilot reboot caused by low voltage. It also ensures that the control of the flight control surfaces is maintained.

Communications Failure s

In the case of communication loss, the Aircraft will return to the landing position after

30 seconds without re

- establishing communication.

Emergency Flight Termination System

In the event of a critical system failure, the user may send a command over the radio control link to terminate the flight. This link (through the Futaba hand controller) is a separate and independent radio link from the radio link used by the autopilot for command and telemetry. When the flight termination system is activated, all control surfaces will go to predefined positions, and the throttle is set to zero to try to ground the vehicle at the current location. In the case of loss of radio frequency link, the same

failsafe actions for loss of communication will be taken.

Engine Failure

In the event of flight termination due to an engine system failure, the Aircraft will attempt to immediately return to the launch and retrieval area. If the Aircraft doesManual PCN

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Page 10 not have sufficient altitude to return to the recovery area it will a ttempt a safe landing once the altitude has dropped below 30 m above ground level.

Manual Override Capabilities

When flight is autonomous, manual override for one of the vehicles can be initiated by selecting “manual” mode in the Mission Planner software . Alternatively, one of the channel switches on the RC transmitter, dedicated to this purpose, can easily be switched to the “On” position, immediately transferring direct control of the Aircraft to the pilot. Thus, it is fast and simple to regain manual c ontrol of the vehicle.

Minimizing Critical Component Failure

The primary failure prevention system on

- board the Aircraft is the use of independent computers operating on board the Aircraft simultaneously. Each of these computers (one of which is containe d within the autopilot system and one for mission level control) will be able to provide information on the health of the other.

Navigation System Failure

In the case of a navigation system failure (for example, GPS loss of lock), the Aircraft will be pu t in a shallow bank. By putting the Aircraft in a shallow bank, the distance the Aircraft can wander is limited, and the GPS is given the opportunity to re

- acquire lock. If GPS lock is not reacquired, the autopilot is pre

- programmed to loiter until a pilot initiates manual control or until the control station operators initiate an

emergency

- land sequence.

Pilot Warnings

Warnings such as low battery, low GPS satellites, low airspeed, low altitude, and loss of communications are relayed to the vehicle opera tor in Mission Planner. These are visual flags in the Mission Planner software in the status area of the screen that are readily visible. In addition, the ground station software also issues all warnings audibly.