Manual

PCN-04E-SPC

Rev A

The contents of this document are the property of PrecisionHawk Inc. and cannot 

be used, copied or distributed without the written consent of PrecisionHawk Inc.

Page 1

Change Record

Revision Description of Change Release Date

A Initial Release See title page
Manual

PCN-04E-SPC

Rev A

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be used, copied or distributed without the written consent of PrecisionHawk Inc.

Page 2

Table of Contents

1. Purpose................................................................................................................................3

2. General System Overview .............................................................................................4

3. Technical Specifications ................................................................................................5

4. Automatic Aircraft Responses to Abnormal Conditions ....................................9
Manual

PCN-04E-SPC

Rev A

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be used, copied or distributed without the written consent of PrecisionHawk Inc.

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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 should 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-04E-SPC

Rev A

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be used, copied or distributed without the written consent of PrecisionHawk Inc.

Page 4

2. General System Overview

The Aircraft HawkEye Mark III Unmanned Aerial Vehicle (hereinafter referred to as 

Aircraft) is a lightweight UAS, weighing 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 waypoint 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 has 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 quality 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 configurations (see Section 3). Through these 

configurations, and through the Aircraft’s design, an operator can collect highresolution, remote sensing data with minimal 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 sensing 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 

Aircraft 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-04E-SPC

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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 antenna
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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 (4,000 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-800nm, with 570nm to 

650nm removed

Five Channel Multispectral: MicaSense RedEdge: 475nm, 560nm, 

670nm, 720nm, 840nm

Six Channel Multispectral: Converted Tetracam μMCA, 

Interchangeable Filters: 490nm, 550nm, 

680nm, 720nm, 800nm, 900nm 

UV Sensor: Collects Bands: 275nm-400nm 

LiDAR: Angular Scanning Range of 270 degrees, 

100 m range
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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/0.70 kg) 

Power Source: Lithium-Polymer Battery 

Battery Voltage: 12.6 Volts 

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) Antenna 
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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 of the flight indicates on the GUI at 

below approx. 10.6 volts).
Manual

PCN-04E-SPC

Rev A

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be used, copied or distributed without the written consent of PrecisionHawk Inc.

Page 9

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 Electronic 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 capacity 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 computer (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 remain 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 Failures 

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 does 
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Page 10

not have sufficient altitude to return to the recovery area it will attempt 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 control 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 contained 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 put 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 operator 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.