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Y6-Scout flight manual

02-02-2015

Figure 1
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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

aircraft 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 addition, 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 unusual conditions exist.
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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 

control 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 to 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-less 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. 
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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 connected 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 operates 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 

position 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 takeoff.

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 v2x, 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 flying altitude, attitude and therefore can be used for 

autopilot/automatic controlling.

 
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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.

 
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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.

 
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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 heads-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.
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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 Y6 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 from 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.
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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. 
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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 for 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 primary 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 aircraft 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 / COPILOT 

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 execute 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 

efficient 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 each 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 particular 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 Procedure
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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 Landing 
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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 goals 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 aircraft 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 LIMITS 

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 restrictions; however, extremely cold conditions may result in reduced battery 

performance. 
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PRE-FLIGHT CHECKLIST

PRE-DEPLOYMENT CHECKLIST

1. Transmitter batteries fully charged.

2. Receiver batteries fully charged. 

3. AIRCRAFT (ALL COMPONENTS INSTALLED). 

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 start-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-screen 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. Power 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 center staying within 3m or 10 feet 

of hover point.
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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 important 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-underlined 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 other 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 of 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 aircraft 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 critical 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 

surface may be compensated for by using the other flight controls, with reduced performance. Pilot 

action is ultimately dictated by the situation.