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## Y6

- Scout flight manual

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Figure 1Page 2 of 15 , 02

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CHAPTER 1

INTRODUCTION

1.1 GENERAL This manual covers operation and maintenance of the DFH Y6

- Scout UAS

.

1.2 WARNINGS, CAUTIONS, AND NOTES Throughout this document, important items are highlighted using the following:

WARNING An operating procedure or condition which, if not followed may result in personal injury or catastrophic damage to the aircraft.

CAUTION An operating procedure or condition which, if not followed may result in damage to the

aircra ft or systems.

1.3 APPLICABILITY AND USE This manual is intended to ensure the proper operation of the USA and associated systems. This manual must be readily available when operating the aircraft or applying electrical power to any of the systems.

In add ition, all items contained in Chapter 9 (Emergency Procedures) as well as all warnings, cautions, and notes, should be committed to memory. Normal operating procedures must be followed when operating the aircraft and systems, unless specific emergency or u nusual conditions exist.Page 3 of 15 , 02

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CHAPTER 2

AIRCRAFT AND SYSTEMS DESCRIPTION

2.1 GENERAL DESCRIPTION

The Y6

- Scout is a 6 motor multi

- rotor, radio

- controlled, electric powered Unmanned Aircraft System. It is specifically designed for remote sensing applications in the domains of precision Agriculture, emergency services, and areal inspections.

2.2 GENERAL ARRANGEMENT Figure 1. depicts the general design of the aircraft.

2.3 FUSELAGE The fuselage consists of 3/4” 7073 extruded square aluminum tubing. All primary loads ( landing gear, rear coaxial motor assembly, battery, and flight control system) are distributed along the length of the fuselage. The rear coaxial motor assembly is attached to the end of the fuselage opposite the flight

contr ol system.

2.4 BOOMS The booms, port and starboard, are made of 3/4” 7073 extruded aluminum tubing. The booms are attach to the fuselage via coupling plates. Coaxial motor assembly are attached to the end of the booms opposite the coupling plates.

2.5 COUPLING PLATES Cupping plates are made of 3mm think PLA or ABS. The plates couplers the port and starboard motor booms to the fuselage.

2.6 LANDING GEAR The 3 point landing gear is made of a 1/4” x1 ” aluminum plate. The front landing gear is bolted t o the lower side of the of the fuselage seated on the lower coupling plate. The rear landing gear is bolted to the lower side of the fuselage above the battery tray.

2.7 PROPULSION SYSTEM The main propulsion system consists of a 6 2212/920 KV brush

- l ess motors arranged in 3 opposing coaxial configuration. The upper motors of the coaxial configuration drive 10x3.8 ” APC propellers. The lower 3 motors drive 10x4.5 APC propellers Each motor is modulated by a 30a 400Hz Electronic Speed controller (ESC)

.

WARNING Improper operation of the propulsion system may result in damage to the aircraft or propulsion system, or personal injury.

2.8 MAIN BATTERY The main battery consists of one 14v 6000mAh lithium ion polymer , mounted on the underside of the fuselage in a battery tray. The battery provides power for 10

- 11 minutes of flight time depending on payload. The Lipo battery pack should be discharged when not in use, and charged at 5 amps for quick charging prior to use. Batteries should be allowed to cool to less than 100 degrees F (warm to touch) prior to charging/discharging.Page 4 of 15 , 02

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CHAPTER 3

AIRCRAFT AVIONICS

3.1 GENERAL DESCRIPTION Flight control is provided by means of a 2.4 GHz radio transmitter which interfaces with an on

- board

receiver conne cted to a DJI Naza v2x flight controller. The transmitter has two control sticks, which control directional control via modulation of the ESC. The right hand stick operates the elevator (pitch control) and ailerons (roll control), and the left hand stick o perates the throttle, rudder (yaw control) . The sticks are self centering, except for the throttle. Each stick has an associated trim control lever, which may be used to adjust trim during operation. Additionally, the pilot transmitter function 1, a 3

po sition switch on the left hand side, allows selection of flight modes; GPS assist flight control, flight assist without GPS, and fail safe return to home.

WARNING A flight control operational check and radio range check must be performed before takeof f.

CAUTION The pilot transmitter power must be activated prior to powering up the UAS to prevent un

- commanded

modulation of the ESC's and UN

- binding of the UAS to the transmitter.

3.2 AIRCRAFT FLIGHT CONTROL SYSTEM The Flight control system, DJI Naza v 2x, provides attitude stability and flight telemetry to the pilot. The flight control system is comprised of the following components;

3.2.1 MC; Main controller(MC) unit contains; 3

- axis gyroscope, 3

- axis accelerometer

and barometer It can measure flyin g altitude, attitude and therefore can be used for

autopilot/automatic controlling.Page 5 of 15 , 02

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3.2.2 PMU; Power Module Unit regulates voltage from the main battery to the flight

controller and subsystems including GPS receiver and ground station data link.

3.2.3 GPS receive; Geographic Positioning System receiver provides GPS satellite

tracking information to the flight controller.Page 6 of 15 , 02

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3.2.4 LED; The LED provides flight controller operational status via a sequence of

blinking red, green, and yellow lights.Page 7 of 15 , 02

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3.2.5 VIDEO DATA LINK; the video data link transmitter and on

- Screen

- Display

provides real

- time video and data stream to the ground station. OSD data is

overplayed on the video stream providing he ads

- up flight telemetry.

3.2.6 GROUND STATION DATA LINK; The GS data link provides GPS and flight

data telemetry to the ground station.

3.2.7 RECIVER; Control inputs from the transmitter are interpreted by the receiver

which interfaces with the flight controller. Redundant antenna array reduces

extended lost of transmitter signal.Page 8 of 15 , 02

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3.3 GROUND CONTROL STATION

The ground station provides direct and indirect control of Y6

- Scout. The ground

Station (GCS) consists of five primary components: 1) a DC Power supply, 2)

Laptop computer, 3) Digital Video Recorder (DVR), 4) In

- flight, (FPV), video

display, 5) Omani

- directional up

- link and down

- link antennas. UAS system status,

and flight telemetry are displayed and recorded on the GCS computer and DVR. The

GCS contains a primary and secondary flight control transmitters. The pilot in

charge maintains control of the air craft with the GCS’s primary flight control

transmitter. If necessary the co

- pilot/observer can assume control of the craft via the

GCS secondary flight control transmitter. Flight profiles can be uploaded to the Y

- 6

Scout prior to completion of take

- off cycle enabling autonomous flight. When the Y

6 Scout is operated in autonomous mode the operator can alter the flight profile via

the GCS computer or manually control the craft via the GCS primary or secondary

flight control transmitter.

The Y6 Scout is equipped with a 2.5GHz receiver with 3 satellite antennas. The

multi antenna array limits RF interference resulting f rom airframe orientation during

flight. The receiver is bound to the primary and secondary GCS flight control

transmitters. The receiver provides flight control input from the GCS flight control

transmitters to the on

- board flight management system

.Page 9 of 15 , 02

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CHAPTER 4

WEIGHT AND BALANCE

4.1 LOADING The maximum allowable takeoff gross weight is 7.5 pounds.

4.2 CENTER OF GRAVITY The center of gravity is located along the front landing gear. The center of gravity is sensitive to the

location of the main propulsion batteries. Care must be exercised when mounting the main batteries, to ensure proper location and security.

CAUTION Failure to securely fasten the main batteries could result in loss of control of the aircraft,

should one or both batteries dislodge inflight.Page 10 of 15 , 02

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CHAPTER 5

CREW DUTIES

5.1 CREW DUTIES

The basic Y6

- Scout design can be piloted by a single operator/pilot. However, complex flight profile should include a full crew complement.

5.2 PILOT The pilot is ultimately responsible fo r the safety of the aircraft and all crew

- members. The pilot must ensure that proper safety procedures and operational procedures are adhered to, including all aspects of flight planning, crew briefing, pre

- flight, and operation of the aircraft. The primar y duty of the pilot is

that of aircraft control. All other duties are subordinate to this task.

5.3 CREW CHIEF The crew chief is responsible for operational maintenance of the aircra ft and associated ground support equipment. The crew chief ensures that all operational equipment is on hand during the mission, and that proper preventative maintenance is accomplished. The crew chief coordinates all ground operations.

5.4 OBSERVER / C OPILOT The observer/copilot is responsible for maintaining safe operations during flight. The observer/copilot ensures the pilot is informed of flight zone conditions and hazards. The observed functions as a backup in the event the pilot is unable to e xecute his/her responsibilities. The observer is responsible for operations of the backup control transmitter, ground control station, and flight data acquisition. The systems operator must be well acquainted with flight operations in order to facilitate

e fficient communication with the pilot and should have equal flight experience as the pilot. The systems operator will be familiar with the pilot duties, and assist the pilot as necessary.

5.5 CREW BRIEFING A crew briefing will be conducted prior to ea ch flight. As a minimum, the pilot and observer/copilot will discuss the nature of operations and any special operational procedures that apply to the mission. The briefing should also include a discussion of operational terms as it applies to the particul ar mission, such that communication between the pilot and observer/copilot are clearly understood during the

mission.

SAMPLE BRIEFING CONTENT 1. Equipment a) Battery Chargers b) Radio Equipment

2. Mission a) Preflight b) Flight Plan c) Maneuvers

3. Safety Procedures a) Hazard Areas d) Radio Range Check ProcedurePage 11 of 15 , 02

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f) Flight Control and System Check

4. Normal Procedures a) Pilot / Systems Operator Communication b) Systems Operational Procedures c) Takeoff / Landing d) battery Endurance

5. Emergency Procedures a) Systems Malfunctions b) Emergency LandingPage 12 of 15 , 02

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CHAPTER 6

PREFLIGHT PROCEDURES

5.1 MISSION PLANNING Mission planning ensures efficient and safe operation of the equipment. Prior to deployment to the flying site, essential elements of the mission should be identified in order to ensure that the necessary preparations are made in order to ensure success. Upon arrival at the site, the essential mission elements are reviewed to ensure that the required g oals are achieved during the flight. The planned maneuvers should be written down and discussed prior to each flight. Each flight should be evaluated after landing in order to update the mission plan accordingly. After completion of flight operations, the mission should be evaluated to highlight items of particular difficulty and to highlight effective procedures.

5.2 LOAD FACTOR LIMITS The maximum allowable load factor is dependent upon aircraft gross weight. The maximum load factor is based upon aircra ft structural limits. The maximum load factor cannot be exceeded, provided the aircraft airspeed limits are not exceeded.

5.3 AIRSPEED LIMITS The maximum allowable flight speed is 10m/s or 19.4 knots (100 ft pressure altitude).

5.4 MANEUVERING LIMIT S There are no specific maneuvering limits. Normal flight, aerobatic flight, and experimental tests are restricted to qualified personnel only.

5.5 ENVIRONMENTAL RESTRICTIONS Rain and snow may damage the motor and electronic components, and may cause the airspeed measurement system to malfunction. Flight in rain, snow, or other visible precipitation is prohibited.

The motors are susceptible to damage from ingestion of dust or other particles. Takeoff and landing from a improved runway surfaces (paved or concrete) is suggested but not required. Off

- runway landings are permitted as part of an predetermined safe flight profile

Flight under instrument meteorological conditions (IMC) is prohibited. IMC is defined as ceiling less than 1000 feet AGL and/or visibility less than 3 nautical miles.

Takeoff is prohibited if surface winds exceed 20 KTAS.

There are no temperature re strictions; however, extremely cold conditions may result in reduced battery performance.Page 13 of 15 , 02

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PRE

- FLIGHT CHECKLIST

PRE

- DEPLOYMENT CHECKLIST 1. Transmitter batteries fully charged. 2. Receiver batteries fully charged. 3. AIRCRAFT (ALL COMPONENTS INSTA LLED). 4. Inventory support equipment. 5. Check aircraft for loos objects.

Check electronic connections secured.

ON SITE PRE

- FLIGHT CHECKLIST Flight Area inspection;

1. Take

- off and landing clearance from objects is at least 5 meters or 16 feet.

2 . Identify emergency land options.

3. Take

- off/landing platform is secure. 4. Identify obstacles and potential hazards such as power lines/towers, fences, buildings, trees, etc...

Mechanical inspection;

1. Let UAS acclimate for at least 5 minutes. 2. Remove camera lens cover and UAS transporting straps/clamps. 3. Propellers; check for cracks, burs, and ensure hub is secure.

4. Motors and mounts are secure. 5. Control canopy is secure. 6. Externally mounted electronics are secure.

Electronics s tart

- up procedure; 1. Secure all electronic equipment against wind and weather conditions.

2. Turn on transmitter and receivers.

3. Power

- up/Initialize UAS and verify status indicators are go.

4. Confirm video down

- link is operational.

5.Confirm on

- sc reen flight telemetry is operational. 6. Confirm GPS satellite accusation is complete. 7. Initialize and confirm ground station communication link is established. 8. Start flight data recorder.

Motor spin

- up procedure;

1. Dis

- arm transmitters.

2. Pow er up motors to 10% and hold for 6 seconds.

3. Ensure home

- lock indicator sequence has completed.

6.2 AFTER TAKEOFF Verify flight controls are functioning properly. Hover aircraft at 3m or 10 feet AGL and 3m or 10 feet away from takeoff point. Verify control responses by 1) yawing the aircraft 45deg to left then right then back to center. 2) roll the aircraft to the left, right then back to center staying within 3m or 10 feet of hover point. 3). Pitch the aircraft forward, reverse, then return to cen ter staying within 3m or 10 feet of hover point.Page 14 of 15 , 02

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CHAPTER 7

EMERGENCY PROCEDURES

NOTE Some emergency situations require immediate and instinctive action by the pilot and/or systems operator. The most import ant consideration at any time is aircraft control. All other actions are subordinate to this requirement.

7.1 DEFINITIONS Emergency steps must be executed promptly and in the proper sequence. Underlined steps must be performed without delay, and non

- un derlined steps should be performed as soon as the situation

dictates.

a) The term LAND AS SOON AS POSSIBLE is defined as landing at the runway immediately. A situation requiring such action gives the pilot immediate priority to land, regardless of othe r traffic in the area. If the situation dictates, an off

- runway landing may be necessary.

b) The term LAND AS SOON AS PRACTICABLE is defined as landing at the runway as soon as traffic and conditions permit.

c) The term TERMINATE FLIGHT IMMEDIATELY is defined as performing an immediate control input procedure to bring the aircraft to the ground as quickly as possible. This maneuver may result in destruction of the aircraft, and is intended to prevent property damage or personal injury in the event of a catastrophic emergency; center the right control stick and reduce the throttle to it lowest position. This maneuver will initiate an immediate

decent.

7.2 ENGINE FAILURE

- GENERAL Failures of the propulsion system may result in total or partial loss o f power. Immediate action is required to minimize the potential of damage to the aircraft. Pitch attitude control is critical to ensure that the aircraft maintains sufficient speed for power off glide. Immediate corrective action must be

taken if the aircr aft has a nose

- high attitude at the time of failure. If the situation dictates, a rolling maneuver may place the aircraft in a nose

- down attitude more expeditiously and with less energy loss than a pitch

- down maneuver. Pilot situational awareness is critic al as wind direction and speed and aircraft attitude at the time of failure will dictate proper corrective action.

7.3 FLIGHT CONTROLS FAILURE Failure of the flight controls may result in loss of aircraft control. Often, failure of a single control

surf ace may be compensated for by using the other flight controls, with reduced performance. Pilot action is ultimately dictated by the situation.