# FAA SECTION 333

Prepared for: Federal Aviation Association Prepared by: Reacon Industries USA

February 16, 2015



### Page of 1 30

# TABLE OF CONTENTS

Section 1.

1.1 FAA Section 333 Petition

Section 2.

Section 2.1 Policies and Procedures

Section 2.2 Random Site Evaluation
Section 2.3 Operations Tailboard
Section 2.4 UAV Flight Time Sheet
Section 2.5 Pre-Flight & Takeoff Safety

Section 3.
3.1 Microdrone MD4-1000 UAS Operator Manuel

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# Section 1

Federal Aviation Association

Section 333 Petition

Prepared for: Federal Aviation Association
Prepared by: Reacon Industries USA

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### Dear Sir or Madam,

We, Raecon Industries, are writing pursuant to the FAA Modernization and Reform Act of 2012 and the procedures contained with 14 C.F.R. 11, to request, that we, Raecon Industries, a company and operator of a small unmanned aerial system, be exempted from the Federal Avaiations Regulations(FARs) that we have listed below. So that we, Raecon Industries, may operate our small quadcopter unmanned aerial system (UAS ) commercially in airspace that is regulated by the Federal Aviation Association (FAA).

We, Raecon Industries Ltd., are a US subsidiary company of Canadian based Raecon Industries located in Vancouver Canada. We specialize in UAS photography and video inspections. We have worked with Transport Canada in filing commercial Special Flight Operation Certificates (SFOC) for the last 13 months, since January 2014. We have been awarded a blanket SFOC with Transport Canada, by showing our practices regarding public safety, manned aircraft safety, and conducting safe commercial flights within Canadian Airspace.

We, Raecon Industries, request the permission to conduct safe aerial inspections of industrial assets and power structures with our quad-copter Microdrone MD4-1000. These operations will be conducted in areas that are typically rural, with low vehicle and human traffic, and below an altitude of 300ft, well within the 400ft permissible ceiling set by the FAA. We have created and implemented safety protocols and controls to avoid public and manned aircraft hazards. We have created preflight site assessments, onsite tailboard meetings, safety and environmental safety plans, and Pilot in Command (PIC) and ground observer training.

Granting our, Raecon Industries request, accords with the Secretary of Transportation’s responsibilities and authority to integrate UAS's into the national airspace system (NAS), and to “...establish requirements for the safe operation of such aircraft systems [UAS's] in the national airspace system” under Section 333(c) of the Reform Act specific to the use of UAS's for real estate/Realtor purposes. We, Raecon Industries, will perform our operations in compliance with the protocols described herein or as otherwise established by the FAA.
We, Raecon Industries, respectfully request the permit of an exemption to allow our company, Raecon Industries USA, to operate our Microdrone MD4-1000 to help public utility companies and industries increase safety and affordability for public and private asset inspections.

Contact Information:

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### Raecon Industries CC: Ben Van Lare
Raecon Industries Ltd. 1685 H Street #318 Blaine, Washington, USA, 98230 Office: (360)325.5723 Email: ben@raeconindustries.com

The Specific Sections of Title 14 of the Code of Federal Regulations From Which Raecon Industries Requests Exemptions are:

14 CFR 21; 14 C.F.R. 91, et seq.; 14 CFR 407 (a) (1); 14 CFR 409 (a) (2); and, 14 CFR 417 (a) & (b).

The Extent of relief Raecon Industries seek and the Reason we seek such relief:

We, Raecon Industries, submit this application seeking relief from current applicable Federal Aviation Regulations (FARs) that restrict us, Raecon Industries, from utilizing Unmanned Aerial System technology within the national airspace system. The Reform Act in Section 332 provides for such integration of civil unmanned aircraft systems into the national airspace system as it is in the public’s interest to do so. Our, Raecon Industries, small UAS meets the definition as defined in Section 331 and therefore the integration of our light weight UAS prior to the time in which the Reform Act requires the FAA to define and promote rules that will govern such unmanned aerial crafts. With our exemption, we will be able to work with the Federal Aviation Association to introduce our UAS safely into the national airspace. We operate our UAS within line of sight and under 400 feet elevation away from populated areas. When working in areas where people or vehicles may be present, we have set guidelines in place that are implemented prior to any performance of operation (see section 2). Along with this we will be operating outside of air traffic controlled (ATC) areas, typically 5-8 miles in diameter from airports. Our UAS is equipped with GPS and is outfitted with auto return to home safety technology.

We at Raecon Industries, consider safety as the most important part of any flight operation. Safety for manned aircraft, public safety, and our UAS operations teams are held at the utmost precedent. We have invested in one of the most trusted UAS suppliers worldwide, Microdrone,

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### because of the safety aspects their units are equipped with. Prior to each flight operation,preflight safety assessments are processed (see section 2). They are signed off by our Pilot-InCommand, Operations Manager, and Ground Observer. We, Raecon Industries operate our UAS safely insuring that we will not “create a hazard to users of the national airspace system or the public.” 112 P.L 95 Section 333 (b). Given that our UAS falls within the weight and size regulations and our safe and successful commercial UAS operations in Canada, we believe our UAS does not pose a threat to the general public, national security, or national airspace.

How Raecon Industries Request Will Benefit the Public As A Whole:

Aerial asset inspections using fixed wing aircraft and helicopters have been used to assess unsafe and difficult to reach areas for many years. The use of UAS technology for these types of inspections bring a new level of increased safety to personnel and industries involved in these inspections. The high cost of using manned aircraft for power line inspections and tower inspections can be significantly reduced by using UAS technology. Manned aircraft have liabilities that pose a threat to the public, pilots, and crew involved in operations. The use of
combustible fuel and the size of aircraft cause significant liabilities and if crashed can cause severe environmental and public damage and could result in the loss in life. Our UAS does not pose such a threat since it is battery operated with batteries secured in protective cases within the UAS.

With these increased liabilities and costs of traditional inspections, industries often cannot afford much needed inspections and neglect to inspect viable assets on a regular basis. This neglect can have major consequences on the public. For example, overgrowth or dead vegetation along power lines can lead to power outages and/or fires. This poses a major risk to the public that could be affected in these regions. Utilizing our, Raecon Industries UAS, inspections can be completed in a safer and more cost effective way, thus, leading industries to not neglect much needed asset inspections and have the ability to keep their assets safe and performing optimally.

Reasons Why Raecon Industries Exemption Will Not Adversely A ff ect Safety or How the Exemption Will Provide A Level of Safety at Least Equal to the Existing Rule:

Raecon Industries exemption will not adversely affect the safety of the public or of manned aircraft. Quite the contrary, we, Raecon Industries are dedicated to ensuring all it's procedures and operations have safety as the highest priority. The most important details before we take off are to ensure public safety, air safety, environmental safety, and the safety of our Operations team. With these procedures in place we can judge what is safe/not safe/or safe with some risks when evaluating sites that are known and random. With our operators trained in manned aircraft

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### and unmanned aircraft operations, we are insuring that our intention is to reduce risk to airspace users as well as to people and property on the ground. By granting us, Raecon Industries, an exemption, we will be allowed to work with the FAA to monitor and safely deploy unmanned aerial systems into the national airspace and the public. Below are a few key safety procedures that insures our UAS will not adversely affect safety:

• Our UAS will not exceed 300 feet in altitude during operation and stay within 1000 feet of the Pilot and Ground Observer.

• Our UAS operates with redundant batteries, thus insuring that if one battery falters the
other one is there to ensure safe return to home.

• Our UAS has the ability to operate for 88 minutes, however we cap all our operations at 25 minutes to ensure battery power is sufficient.

• If GPS communication is lost, our UAS has an automatic return to home function programmed for each flight.

• All flights are operated with a Pilot-In-Command and Ground Observer, ensuring safety of manned aircraft and the public.

• Before each flight operation, we carry out extensive pre-flight inspections of the operations area.

Our, Raecon Industries, safety policies and procedures provide a level of safety equal to or exceeding existing rules and regulations. Today most visual inspection of power poles and hard to reach assets are done using manned helicopters or by having technicians climb dangerous areas for the inspection. Both these options can be highly dangerous and environmentally taxing. It can also lead to a lack of thorough inspections because cost is relatively high, thus, leading to unknowingly defective assets or vegetation overgrowth that can lead to environmental damage, such as forest fires. Our UAS operations can mitigate these potential high-risk
situations.

• Our UAV is certified in Germany to work around 500KV power line structures, thus ensuring that there is no electro-magnetic frequency that will affect performance of the UAS while in the air or cause it to go rouge.

• There is no combustible fuel on board the UAS, thus the potential for fire or explosion is greatly reduced.

• There is a far less environmental impact then conventional inspection techniques, insuring that safety of public and industrial infrastructure is maintained more efficiently and cost effectively.

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### VI. Summary The FAA Can Publish in the Federal Register:

We, Raecon Industries, seek the exemption of the following:

14 C.F.R. 21 and 14 C.F.R. 91: Airworthiness Certificates and Manuals. 14 C.F.R. 21, Subpart H, entitled Airworthiness Certificates, sets forth requirements for procurement of necessary airworthiness certificates in relation to FAR § 91.203(a)(1). The size, weight and enclosed operational area of our UAS allows exemption from Part 21 because our UAS meets the equivalent level of safety pursuant to Section 333 of the Reform Act. The FAA is authorized to exempt aircraft from the airworthiness certificate requirement under both the Act (49 U.S.C. § 44701 (f)) and Section 333 of the Reform Act. Both pieces of legislation permit the FAA to exempt UAS's from the airworthiness certificate requirement in consideration of the weight, size, speed, maneuverability and proximity to areas such as airports and dense populations. 14 C.F.R. 91.7(a) prohibits the operation of an aircraft without an airworthiness certificate. As no such certificate will be applicable in the form contemplated by the FARs, this Regulation is not
relevant. 14 C.F.R. § 91.9 (b) (2) requires an aircraft flight manual in the aircraft. Since there are no on board pilots or passengers in regard to UAS’s, this Regulation is also not relevant. A similar level of safety will be achieved by maintaining a safety/flight manual that will be on hand for operations crew during all operations. The FAA has previously issued exemptions to this regulation in Exemption Nos. 8607, 8737, 8738, 9299, 9299A, 9565, 9565B, 10167, 10167A, 10602, 10700
and 32827. 14 C.F.R. § 91.121 in regards to altimeter settings, this is inapplicable insofar as our UAS utilizes global positioning systems that monitor flight conditions for all flight operations 14 C.F.R. § 91.203 (a) and (b) provides for the carrying of civil aircraft certifications and registrations. They are inapplicable for the same reasons described above.

14 C.F.R. 91.119: Minimum Safe Altitudes. Ensure safe altitudes for the operation of civil aircraft. It allows helicopters to operate at lower altitudes in certain conditions. Reacon Industries UAS will never operate at an altitude greater than 400 AGL; while most operations take place under 100-200 feet AGL. We will operate our UAS only in areas deemed safe and away from people and vehicle traffic, providing a level of safety at least equivalent to or below those in relation to minimum safe altitudes.

14 C.F.R. 91.405 (a); 407 (a) (1); 409 (a) (2); 417 (a) & (b): Maintenance Inspections.

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### This regulation requires that aircraft owners and operators “have the aircraft inspected and prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter..” Before each operation we run a full inspection of the UAS checking all critical surface

areas

Summary:

We, Raecon Industries, seek an exemption from the aforementioned Regulations to operate our unmanned aerial system commercially and lawfully, while at the same time working with the FAA to develop safe protocols and procedures for UAS usage. We seek relief of FAA restrictions for commercial UAS use to have the ability to offer asset inspections for the power and industrial industry. By granting our request, we Raecon Industries, will be able to provide a safer more environmentally friendly approach for asset management compared to standard practices, thus, alleviating conventional dangerous inspections of hard to reach and highly energized assets. Our UAS pilots are trained in manned aircraft and unmanned aircraft operations having completed manned aircraft ground school and/or pilot licensing. Our UAV is certified to work around 500KV power structures while maintaining limits of approach set by the power line trade. We have successfully and safely flown power line and energy assets for the last 13 months in Canada working along side Transport Canada. We, Raecon Industries, respectfully request that the FAA grant our exemption request and we are willing to work with and share all information to benefit the FAA to keep the national airspace, manned aircraft and public at large safe and informed.

Kind Regards,

Ben Van Lare

Raecon Industries Ltd.

1685 H Street #318

Blaine, Washington

USA, 98230

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# Section 2

Raecon Industries has built safe UAS operation parameters on the following documents:

Section 2.1 Policies and Procedures

Section 2.2 Random Site Evaluation
Section 2.3 Operations Tailboard Section 2.4 UAV Flight Time Sheet Section 2.5 Pre-Flight & Takeo ff Safety

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### Section 2.1



# SAFETY & SECURITY POLICY & PROCEDURES

Raecon Industries is dedicated to ensuring all it's procedures and operations have safety as the highest priority. The most important details before we take off are to ensure public safety, air safety, environmental safety, and the safety of our Operations team. With these procedures in place we can judge what is safe/not safe/or safe with some risks when evaluating sites that are known and random. Our intention is to reduce risk to airspace users as well as to people and property on the ground. The following procedures are standard in any flight operation carried out by Raecon Industries:



## 1. PUBLIC SAFETY

1.1. All persons not involved in the flight will be 100 ft. from the flight area

1.2. UAV visual line-of-sight (VLOS) will be enforced at all times

1.3. Operations flight area will be sectioned off with barrier tape or cones to ensure visual aid is given to possible onlookers

1.4. Appropriate signage or personnel will be positioned to ensure people and vehicles do not cross into the operations zone

1.5. If persons or vehicles intrude into and beyond the 100 ft. barrier, flight will be aborted and the UAV will be landed in safe manner immediately. Flight will not resume until public safety is restored

1.6. If flying over public roads or pedestrian walkways, traffic safety control will be enforced by hired traffic authority to ensure no vehicles or persons will be within 100 ft. while the operation is in flight

1.7. When operating in rural areas and flying near and over roads, the Pilot-In-command and Ground Observer will ensure that no vehicles are within 100 ft. of operation.

1.8. If flying on or close to private property by way of being on a right of way, owner consent will be obtained prior to the job being conducted

1.9. If flying near to public business(s), business consent will be obtained prior to the job to insure that no person(s) or vehicle(s) will be in 100 ft. safety zone

1.10. The UAV shall be operated with a minimum crew of two persons: 1) The Pilot-In-command, who's soleresponsibility is operation of the UAV; 2) The Observer(s) who's sole responsibility is to notify the Pilot-Incommand of any hazards that pertain to the operation of the UAV flight

1.11. Pilot-In-command is responsible for a thorough preflight inspection of the UAV to ensure public safety. Operation will not be undertaken unless UAV is airworthy

1.12. Pilot-in-command of the UAV before beginning an operation, shall be familiar with the available information that is appropriate to the intended flight

1.13. No person(s) is authorized to give instruction on the operation of the UAV unless having FAA or U.S. Government authority



### Page of 11 30 RAECON INDUSTRIES LTD.1.13.1. Some exceptions may apply such as emergency services

1.14. If weather changes from operational to hazardous abruptly during an operation, the UAV will be landed in a safe manner immediately to ensure public safety

1.14.1. If wind speeds increase beyond safe 25 km/h operating limit, operation will be shut down immediately

1.14.2. If there is heavy rain, snow or fog, the operation will be shut down immediately

1.15. Emergency numbers and medical facility locations will be noted prior to an operation

1.15.1. The Operations Team will sign off on having knowledge of this during the tailboard meeting



## 2. PUBLIC PRIVACY

2.1. When flying in an urban environment where businesses or residences are near or within the operation flight area, all person(s) shall be made aware of UAV presence and the necessary steps to ensure their safety will be implied as laid out in Public Safety procedures

2.2. We will ensure that a persons privacy is maintained and upheld. Any aerial photos of persons, vehicle license plates, or information pertaining to personal privacy will be blurred or removed

2.3. Our data is kept secure and not published in any way

2.4. When flying over residences or businesses, all owners within flight area will be notified and consent will be contained prior to flight



## 3. AIR SAFETY

3.1. Ensure that our Pilot-In-command and Observer(s) are fully informed on current air traffic matters and Federal Aviation Association regulations

3.2. Contact local airport and ATC and ensure there are no objections to our flight

3.2.1. Issue a NOTAM to notify airspace users of UAV activity

3.2.2. Maintain contact with ATC by a means acceptable to ATC

3.2.3. Most recent information can be found in Airport/Facility Directory

3.3. Contact respected Flight Information Centre (FIC) and Flight Service Stations (FSS) for latest weather reports, forecasts, and copies of latest NOTAM to ensure safe flight and airspace restrictions at all times

3.3.1. If weather is hazardous, visibility limited, and winds beyond safe operating standard, the UAV will be grounded until it is deemed safe to fly



### Page of 12 30 RAECON INDUSTRIES LTD.3.4. Ensure that on ground Radio communication is operational and that local and emergency frequencies are

noted

3.5. No more than one UAV shall be in operation at one time. If by chance another UAV enters local airspace, our operation will be aborted and our UAV will land in safe manner immediately. Flight will not resume until air safety is restored

3.6. It is the responsibility of the Pilot-In-command not to fly the UAV in close proximity to another aircraft as to

create a collision hazard

3.7. If a Manned Aircraft comes within 5 km visibility, the UAV will prepare for avoidance. If the aircraft enters predetermined operations safe airspace, our UAV shall fly to a safe area and land immediately until the manned aircraft has left operations airspace

3.7.1. Predetermined safe airspace is 400 feet above ground level by 2000 meter radius

3.8. If a Manned Aircraft comes into view but has not entered operations airspace, use of radio communication will be used to make aircraft aware of UAV presence in the area

3.8.1. If manned aircraft is headed for UAV operations airspace, precautionary measures will take place and UAV will "Return-to-home" for safe landing

3.8.2. If UAV is unable or does not have time for "Return-to-home" measures, the UAV will land immediately at the nearest safe area

3.9. If for any unforeseen reason a manned aircraft enters the predetermined safe airspace and a UAV safe landing is impossible, the Pilot-In-command shall give the manned aircraft the right-of-way

3.9.1. If the UAV is required to give way, it shall not pass over, under or cross ahead of the other aircraft unless it does so at a distance sufficient not to create any risk of collision

3.10. It is the responsibility of the Operations Manager, Pilot-In-command, or Ground Observer to report any aircraft occurrence (accident or incident) as soon as possible to the Federal Aviation Association (FAA) and Department of Transportation (DOT)

3.10.1. Such a report may be made to the Regional DOT Office or to the nearest flight service station or air traffic control unit who will pass on the information to the DOT

3.11. UAV visual line-of-sight (VLOS) shall be maintained at all times

3.12. The UAV will only be operated during day VFR conditions

3.13. The UAV will not exceed 30 m in altitude during operation and will stay within 500 m of pilot

3.14. Our UAV is equipped with external safety light beacons that can be seen from ground observers and other

aircraft

3.15. The operational UAV has a built in “Return-to-home” function which will bring a device back to take off position if GPS connection is lost during the flight



### Page of 13 30 RAECON INDUSTRIES LTD.3.15.1. All flights will be conducted in GPS mode to ensure "GPS hold" function is utilized. This will ensure Return-to-home feature is also in place



## 4. ENVIRONMENTAL SAFETY

4.1. Extensive and detailed use of Google Earth to note all possible environmental hazards

4.1.1. Such as trees, water, overgrowth, elevation change, power poles, etc

4.1.2. Images will be used and marking of all possible hazards before flight will be noted

• All environmental hazards will be explained to the operations team prior to the operation during the tailboard meeting

4.2. Use of Goggle Earth to ensure operations ground area is safe for landing and take off

4.2.1. To ensure that the natural habitat is undisturbed

4.3. Use of Google Earth will be used to create a Flyby Tour of the proposed location

4.3.1. This will be used for multiple landing and take-off flight operations

4.3.2. It will give a detailed photo and satellite video of the proposed operation

• This will help to show all possible hazards that may be on the proposed flight plan

4.4. In case the case of wildlife or livestock

4.4.1. The operation will be put on hold until flight area is safe

4.4.2. In no way will the Pilot-In-command or Ground Observer try to disperse wildlife or livestock

4.4.3. In the case of wildlife, operation will be on hold until wildlife have moved naturally out of the operations area

4.4.4. In the case of livestock and livestock owner is unavailable to have animals moved, operation will be on hold until livestock are out of the operations area

4.5. UAV visual line-of-sight (VLOS) shall be maintained at all times



## 5. TEAM SAFETY

5.1. Each member of the Operations Team will be trained proficiently in regards to manned aircraft operations and observing the UAV during an operation

5.2. Prior to an operation, each team member will be briefed on the operation and of all possible hazards

5.3. Prior to an operation, each team member will be aware of and briefed of local emergency numbers and emergency radio frequencies

5.4. Each member of the Operations Team will know the location of the nearest medical facility in case of an

emergency

5.5. No Operations Team member will come within 10 ft. of UAV while rotors are powered on



### Page of 14 30 RAECON INDUSTRIES LTD.5.6. Prior to the operation, the UAV unit will be thoroughly cleaned of all foreign surface contamination

5.7. At no time will the UAV be left unattended

5.8. The use of personal electronic devices during an operation will be prohibited unless deemed an emergency



## 6. TAILBOARD MEETING

6.1. Prior to every operation to ensure the safety of the Air, Environment, Public, and Team members, a tailboard meeting will take place in which all the above will be signed off on by all members of the Operation. This ensures all operations personnel are properly instructed about their duties and about the relationship of their duties to the operation as a whole

6.2. Informs all operation members of emergency contact information and locations

6.3. Allows the team to go over any questions or concerns regarding the operation



## 7. REPORTING

Keeping accurate and adequate records is important to Raecon to ensure all flights are operated correctly and consistently. For each flight an Operation Data Document is completed including but not limited to the following information. Raecon uses mdCockpit software from MicroDrone which provides detailed data of every flight. This data is recorded for access at any time during or after flights.

• How many flights conducted

• Hours accumulated in flight

• Pilot-in-command flight hours

• Name of pilots, Supervisor and Operations Manager in charg e

• Any issues that arose for that day and what needs to be done to resolve them

• Flight operation details such as site information, conditions, etc

• Site evaluation checklists



## 8. EMERGENCY CONTINGENCY PLAN

8.1. All efforts will be given to ensure the UAV being operated is with utmost safety. In the event of a emergency or crash, the UAV will be maneuvered and (crash) landed in the safest area possible. All efforts will be taken to maneuver the UAV in an opposite direction from any buildings, people, or structures. Before each UAV operation a tailboard meeting will occur in which all involved in the operation will be briefed on the emergency contingency plan.

8.2. In the event of an injury to the public on ground



### Page of 15 30 RAECON INDUSTRIES LTD.8.2.1. 911 will be called if an injury occurs

8.2.2. Job site will be shut down immediately for further investigations

8.2.3. Incident reports will be completed within 24 hours to the respected authority

8.2.4. OSHA, local Police, etc

8.2.5. Local ATC will be called if required

8.3. In the event of an aircraft accident or incident

8.3.1. Job site will be shut down immediately for further investigations

8.3.2. 121.5MHz will be used to transmit the emergency

8.3.3. *911 will be called immediately

8.3.4. Search and Rescue will be called if needed, number will be provided prior to operation and is

based on location

8.3.5. FAA and DOT will be notified immediately

8.3.6. Local ATC will be called immediately

8.3.7. Reports will be completed immediately within 24 hours to the respected authority

8.4. In the event of a fire

8.4.1. 911 will be called immediately

8.4.2. Local fire department and forestry service will be calle d

8.4.2.1. Numbers will be acquired prior to operation

8.4.3. Evacuation of area will take place immediately

8.4.4. Fire extinguisher will be on hand and used if needed

8.4.5. Job site will be shut down immediately for further investigations

8.5. If the UAV goes Rogue, the Pilot-In-command will attempt the following procedures:

8.5.1. If control is in waypoint mode, bring it into manual mode

8.5.2. Attempt to decrease altitude and stop forward motion, manually fly it home

8.5.3. If “2” fails, then force Return-to-Home function

8.5.4. Keep attempting step 2 and 3

8.5.5. When UAV is flying back to home location, flip SW1 to any position to initiate re-connection to UAV. The following process will take place:

• The vehicle attempts to reconnect

• Successful reconnection will stop vehicle from landing and pilot will regain control



### Page of 16 30 RAECON INDUSTRIES LTD.• Unsuccessful reconnection, vehicle will continue to “Home” location and land.

8.5.6. Continue to ‘Fly’ the UAV until it is safely on the ground

8.6. If Command and Control (C&C) signal reception is bad or lost

8.6.1. The UAV will enter GPS Position Hold immediately and try to reacquire the signal for an adjustable amount of time (30s by default). If that time runs out, the UAV will either enter emergency landing with a descent speed of 0.5 m/s or go into homing mode, depending on

the user ́ s settings.

8.6.2. Homing mode will align the UAV with the Pilot-In-commands line of sight, climb to a predefined minimum altitude (20 m by default), return to the take-off position in a straight line

8.6.3. If the C&C could not be recovered during the whole procedure, the UAV will enter an emergency landing at the original take-off position

8.7. If UAV GPS signal is lost or bad

8.7.1. UAV fight control will revert to inertial navigation mode. The stabilization system of the UAV is still active. The Pilot-In-command is notified by textual, graphic and spoken messages about the situation and has to hold position manually. GPS Position Hold kicks in again as soon as the signal quality is back to normal

8.8. If Command and Control and GPS signal is bad or lost simultaneously

8.8.1. The UAV will immediately enter an emergency landing sequence with a descent speed of 0,5m/s. If Command and Control is recovered the emergency landing is interrupted and the behavior of the situation “GPS signal reception is bad or lost” applies

8.8.2. If GPS is recovered the emergency landing is interrupted and the behavior of the situation “Command & Control signal reception is bad or lost” from above applies

8.9. UAV has low battery during flight

8.9.1. During normal flight the battery voltage is constantly monitored by the base station. The state of the battery is communicated alphanumerically, graphically and through spoken messages. Readouts and messages include current battery level, estimated flight time remaining, and a “bingo” warning, which indicates the moment when the remaining battery power is just enough to comfortably and safely return home

8.9.2. All batteries used on our UAV are redundant. In the event of a failure, the second battery will take over immediately allowing a safe landing

8.10. Unforeseen increasing wind speeds

8.10.1. The Pilot-In-command and Ground Observer(s) at base station will be notified by textual, graphic and spoken messages about current wind speed



### Page of 17 30 RAECON INDUSTRIES LTD.8.10.2. If wind speeds increase beyond safe 25 km/h operating limit, operation will be shut down immediately

8.11. Pilot Incapacitation

8.11.1. Emergency Return-to-Home will be initiated by Pilot-In-Command, if unable, then Ground

Observer will initiate

8.11.2. All operation Ground Supervisors will be trained UAV pilots. Thus, in the event of a Pilot-Incommand that unable to perform his duties mid flight, the Ground Observer will take over the operation and land the UAV immediately

8.11.3. Operation will be put on hold and medical attention will be given to the Pilot-In-command

8.11.4. Pilot-In-Command will not resume duties until medically cleared



## 9. COMPANY LIMITATIONS

Raecon is committed to ensuring a safe operation and respects the need to put limits and restrictions in place. To accomplish this Raecon will follow the following limitations during this operation.

9.1. Total UAV flying time will be limited to ~25 minutes per battery. Each battery is capable of running a maximum of 35 minutes However, as safety measures, the UAV will not be flown past ~25 minutes or to25% of battery, whichever comes first. At this point, the pilot will immediately bring the UAV to is predetermined landing location

9.2. Clear, dry, and no wind is the ideal conditions which we want to fly in. However this is not always the case in Canada. Raecon will abort its planned operation if winds exceed 25 km/h. Maximum wind for our selected UAV is ~35 km/h, however we will choose to stay under this limit

9.3. Medium to heavy fog limiting visibility will terminate the operation. Fog that inhibits pilot visibility of UAV and is detrimental to the photograph’s quality will cause an abort of operation.

9.4. Operation will be aborted in heavy rain. Light drizzle is acceptable

9.5. The UAV will not leave the sight of the pilot at any time.

9.6. To ensure GPS mode is always active, pilot will not fly unless 8 or more satellites are active. If less then this, UAV will be brought to a safe landing until more satellites are acquired by the UAV



## 10. GROUND SUPERVISOR CHECKLIST

The procedures for the Ground Supervisor in the event of a rogue UAV during the operation are as follows and will be

available on site for ease of reference:

10.10.1. Warn local spectators, if any are nearby

10.10.2. If within Controlled Airspace , contact the local Air Traffic Control and give the following

details:



### Page of 18 30 RAECON INDUSTRIES LTD.• Location

• Issue – Rogue UAV

• Description of situation and UAV

• Heading/Altitude/Speed/Endurance

10.10.3. If within Uncontrolled Airspace , notify any aircraft within the vicinity on the frequency 126.7 or frequency taken from CFS ahead of time for specific area. Give the following details:

• Location (use landmarks as aircraft may not be able to interpret latitude and longitude)

• Issue – Rogue UAV

• Description of situation and UAV

• Heading/Altitude/Speed/Endurance

10.10.4. Contact * 911 with the following information:

• Location (provide landmarks along with latitude and longitude)

• Issue – Rogue UAV

• Description of situation and UAV

• Heading/Altitude/Speed/Endurance



### Page of 19 30 Evaluator: Contact Number:

Operation Number: Job Location: Time & Date of Operation:

Year Month Day Time

0800-1600 

### RAECON INDUSTRIES LTD.

### Section 2.2 

# Random Site Evaluation

PUBLIC SAFETY EVALUATION

When doing a public random site evaluation, Google Earth will be used extensively. The ability to use satellite imagery to evaluate the exact proposed locations will increase the safety of the operation. By using Google Earth we will be able to see if the location is rural or urban. This will aid in the steps we take in evaluating the site.

CIRCLE APPLICABLE ANSWERS:

Density of Location? URBAN RURAL

If Urban review policies 1.1, 1.3, 1.4, 1.5, 1.6, 1.8, 1.9 and 2.1

Explanation: Raecon recognizes the need to ensure safety to the public. Thus, no matter where an operation takes place all necessary steps and procedures will be made

Location promixity to a Road? 0-50 Ft. 50-150 Ft. >150 Ft.

If 0-150 Feet review policies 1.6 &1.7

Explanation: Raecon will not commence a UAV flight operation when roads are in use and traffic safety control is not present

Type of Road? Private Road Public Road Forestry Road Powerline Right of Way

Review policies 1.7

Explanation: Depending on type of roads necessary actions may have to take place, such as private road owner consent.

Road Traffic? HEAVY MODERATE LIGHT

Review policies 1.4, 1.5, 1.6, & 1.7

Explanation: When conducting an operation near or above roads that contain vehicles, UAV flights will never take place above moving vehicle traffic.



### Page of 20 30 RAECON INDUSTRIES LTD.

## AIR SAFETY EVALUATION

The use Google Earth to view satellite images of the location will be utilized. From Google earth we can see if there will be any hazards that will affect our UAV when in the Air. Also, when doing an air site evaluation, there will be a heavy reliance on VFR Navigational Charts for locating airspace, airports, and view any restrictions. Will traffic services be needed? NO YES If YES, please provide contact #:

If yes, please provide contact information of traffic safety service. Review policies 1.6

Explanation: During operations near or over roads with vehicle traffic, traffic services will be used.

Potential natural hazards? NO YES If YES, explain type of hazard and distance from flight path: If present review policies 1.2, 1.10, & 4.4

Explanation: All possible hazards must be noted and flight plan be laid out accordingly.

Man-made structures present? NO YES If YES, explain type and distance from flight path:

If yes review policies 1,8, 1.9, 2.1, 2.3, 4.1, & 4.3

Explanation: All possible hazards must be noted and flight plan be laid out accordingly.

Local emergency services? NO YES If YES, give location:

If yes review policies 1.15, 5.3 & 5.4

Explanation: No matter where the operation takes place, local emergency numbers and locations will be recorded and on hand.



### Page of 21 30 RAECON INDUSTRIES LTD.CIRCLE APPLICABLE ANSWERS:

Controlled or Uncontrolled Airspace NO YES If YES, has contact been made with ATC? If yes review policies 3.1 & 3.3

Explanation: Before all UAV flights local ATC must be contacted when flying in a controlled airspace

Location of nearest airport Contact #:

Review policies 3.1 & 3.2

Explanation: When flying near a local airport communication contact will be made prior to the operation.

Do manned aircraft routinely fly in the area? NO YES

If yes review policies 3.6, 3.7, 3.8, & 3.9

Explanation: Awareness of any manned aircraft must be a priority at all times.

VFR Navigation Chart? NO YES

Review policies 3.1 & 3.2

Explanation: Having the most update VFR Charts will assist in knowing airspace requirements and airport locations.

Aerial hazards? NO YES If YES, explain type and elevation, distance from flight plan: If yes review policies 3.1, 3.2, 3.5, 3.6, 4.1, 4.2, 4.3, and 4.5

Explanation: Hazards pose a threat to both UAV and manned aircraft, being aware prior to and during an operation significantly decreases the chance of an accident.



### Page of 22 30 RAECON INDUSTRIES LTD.Is there an aerial contingency plan? NO YES

Review policies 3.6, 3.7, 3.8, 3.9, 3.10, 8.5, and 8.11

Explanation: Raecon has taken into account possible events and circumstances that could take place while in the UAV is in the air. A contingency plan has been created for these possible situations and can be reviewed in the Policies and Procedures.



### Page of 23 30 RAECON INDUSTRIES LTD.

## Section 2.3

RECORD OF TAILBOARD DISCUSSION-UAS

Date: Time(s): Location: Operations Manager: Operation Number: Job Scope:



### Emergency Response

Permits

SafeStart: Be alert to the hazards of Rushing, Frustration, Fatigue, Complacency



### RECORD OF JOB SAFETY PLAN AGREEMENT Job Planning Considerations

Spill Kit Present And
Checked Waste Disposal And

Site Clean-Up Incident Reporting

Reviewed Public Safety Aerial Safety
Traffic Control Environmental Requirements/

Risks Reviewed

Limits of Approach Safe Landing And Takeoff Area Appropriate Work Procedure

For Job Reviewed

Recent Experience On Assigned Task

Multi-Employer Work Site, Site Safety Coordination Site Safety Co-ordinator Site Safety Transferred To



### Page of 24 30 Operation Dates: Controlled Airspace Clearance: ATC Local Airport also 911 or other:

Radio: CH# Satellite Phone:

GPS Co-ordinates: Latitude: Longitude:

RAECON INDUSTRIES LTD.The crew agrees to the above active plan and will revise it when changes occur that introduce new hazards or when existing barriers become ineffective.

Design and Engineered Controls System Controls PPE

1. Eliminate the Hazard 2. Minimize Chances of Error 3. Written Procedure 4. Training 5. Supervision/Warning Devices 6. Reactive Response 7. Personal Barrier



### Page of 25 30 Crew Member (print) Initials Crew Member (print) Initials

RAECON INDUSTRIES LTD.Job Changes — this includes changes in Job Procedure of additions to Personnel: Job Steps Major Hazard(s) Required Barriers



### Page of 26 30 RAECON INDUSTRIES LTD.

### UAV Daily Flight Time Sheet

Flight # Takeoff Time Landing Time Total Time

If there are any flight issues or comments about the flight, document flight number and issue below:



### Page of 27 30 Location: Operation Number: Date:

Flight Crew: 

## UAV Flight Time Sheet Section 2.4

RAECON INDUSTRIES LTD.

### Pre-Fight Air Safety Procedures:

1. Insure flight plan has clearance with any local airports.

2. Insure that site inspection is completed.

3. Insure that the location and contact information of nearest airport been noted.

4. Listen to NOTAMS. Is there a need to issue a NOTAM?

5. Is airspace controlled or uncontrolled Air Traffic Control (ATC)?

6. If controlled, has contact been made with local ATC? Clearance from ATC to proceed?

Pre-Take off sequence and safety inspection:

Through the following safety process the UAV rotors will not be turned on.

1. Make sure UAV is clear of any critical surface contaminates, i.e. check rotors, landing gear, battery housing and camera for contaminates. Ensure it is clean before proceeding.

2. Ensure pins have been securely inserted and locked in UAV rotor arms.

BATTERY PROCEDURE



### 1. UAV Battery Check - must be balanced checked. Full capacity is 25.2V. They are made up of 6 cells. Each cell needs to be 4.18V - 4.19V for a full balanced charge. This must be checked prior to flight as a lopsided charge will discharge into the empty cells causing a chemical reaction creating intense heat and malfunction

. 2. Load checked battery (click will sound when inserted completely). Make sure that cables

are connected red to red and black to black.

3. Ensure lid is completely closed and locked. A click is heard when lid locks.

4. Ensure drone is orientated with orange front rotor arm pointing away from you

. 5. Turn on transmitter controller. Ensure fader control is turned completely down. Reset timer to 25mins and confirm voltage of battery is around 25.1V

.

CAMERA PROCEDURE



### Page of 28 30 

## Section 2.5

RAECON INDUSTRIES LTD.

### 1. Ensure that Camera battery has been checked, inserted and charged.

2. Ensure that HDMI Camera cord is connected to unit.

3. Ensure that Camera SD card is blank and inserted.

4. Ensure Camera Mode Check - (mode will depend on flight plan).

5. Turn on Camera - ensure picture is transmitted to the base station (if in use) and Pilot-Incommand’s monitor.

6. Focus Camera and take one picture to ensure Camera is ready for operation. Pre-Take off sequence and safety inspection:

Through the following safety process the UAV rotors will not be turned on.

NORMAL LANDING PROCEDURE



### 1. When the UAV is preparing for landing, ensure that 10ft. landing radius is safe and secure.

2. When the UAV is 15ft. above ground level, Pilot-In-command (PIC) will turn down faders.

3. Pilot-In-command will then proceed to reduce UAV altitude in a safe manner and complete landing.

EMERGENCY CATCH LANDING Catch landing is only necessary when provided landing area (exp. steep hillside) is proved unsuitable for safe landing.



### 1. Ground Observer will find safe area for him to catch the UAV.

2. UAV will hoover 20ft. above Ground Observer.

3. PIC will turn down faders.

4. PIC will then proceed to reduce UAV altitude in a safe manner.

5. When UAV is directly above and within reach of the Ground Observer, he will securely grab hold of landing gear and the PIC will turn rotors off and landing will be safely completed.



### Page of 29 30 POWER UP AND TAKE OFF



### 1. Swipe RFID tag on drone. Beep sequence will now be initiated

. 2. Ensure that GPS positioning is 2m or less. 8 or more satellites is required

. 3. Must wait for double beep prior to take off. When double beep is heard - all person(s) must give UAV 10 ft. area clearance for take off (rotors have not started yet).

4. When area is cleared, initiation for take-off is ready. Fader up and rotors will start.

RAECON INDUSTRIES LTD.

# Section 3



# Microdrone MD4-1000 UAS Operator Manuel

Page of 30 30 RAECON INDUSTRIES LTD.

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# Operators handbook

md4-1000

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### Table of contents

1. General

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

1.1. Safety instructions

............................................................................................................................ 6

1.2. Statutory regulations for using the microdrone

.............................................................................. 8

1.3. Export terms

............................................................................................................................... ...... 8

1.4. Technology and history

.................................................................................................................... 9

1.5. System overview

............................................................................................................................ 10

2. The microdrone md4

‐ 1000

................................................................................................................ 11

2.1. General mode of operation of the md4

‐ 1000 microdrone

............................................................ 11

2.1.1. Drive motor and motor controller

.............................................................................................. 12

2.1.2. The main on

‐ board electronics

................................................................................................... 12

2.2. Opening / putting on the cover

...................................................................................................... 13

2.3. Inserting and connecting the flight battery

.................................................................................... 14

2.4. The rotors

............................................................................................................................... ........ 15

2.5. Opening out and locking the arms

................................................................................................. 16

2.6. The connections of the md4

‐ 1000

................................................................................................. 17

2.6.1. Configuration and data terminal

................................................................................................. 17

2.6.2. The control wires of the md4

‐ 1000

............................................................................................. 17

2.6.3 The servo connections of the md4

‐ 1000...................................................................................... 18

2.6.4 Downlink transmitter connection

................................................................................................ 18

2.6.5 Downlink receiver

......................................................................................................................... 19

2.7. Taking off and landing the microdrone

.......................................................................................... 20

2.8. Taking off in GPS position hold mode

............................................................................................ 21

2.9. GPS waypoint

............................................................................................................................... .. 23

2.10. The flight data recorder

................................................................................................................ 24

2.10.1 Preparing a new SD card for the flight data recorder

................................................................ 24

2.11. Technical data of the md4

‐ 1000

.................................................................................................. 26

2.12. Beeps of the microdrone

.............................................................................................................. 27

2.12.1. Error bleeps

............................................................................................................................... 27

2.12.2. Status sounds

............................................................................................................................ 28

3. Operating modes of the microdrone

................................................................................................ 29

3.1. INS mode

............................................................................................................................... ......... 29

3.2. GPS position hold

........................................................................................................................... 29

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3.3. Dynamic position hold (DPH) function

........................................................................................... 29

3.4. Teach

‐ in function

............................................................................................................................ 30

3.5. Waypoint function

.......................................................................................................................... 30

3.6. Homing function

............................................................................................................................. 30

4. The remote control

........................................................................................................................... 32

4.1. Switching functions of the microdrone

.......................................................................................... 33

4.1.1. Control stick allocation of the remote control

............................................................................ 33

4.1.2. Slide switches E and F of the remote control

.............................................................................. 34

4.1.3. Switching functions of the remote control

................................................................................. 35

4.2. Remote control settings

................................................................................................................. 36

4.2.1. Trim of the control sticks

............................................................................................................. 36

4.2.2. RC channel selection

................................................................................................................... 37

4.2.3. Switching between display pages................................................................................................ 37

4.2.4. Resetting the timer to 30 min

..................................................................................................... 37

4.2.5. Teacher/student operation

......................................................................................................... 37

4.3. Charging the remote control transmitter

....................................................................................... 38

4.4. Bleeps of the remote control

......................................................................................................... 38

4.5. The antenna of the hand transmitter

............................................................................................. 38

4.6. Technical data of the hand

‐ held transmitter

................................................................................. 38

5. Camera

............................................................................................................................... ............... 39

5.1. Camera suspension systems

........................................................................................................... 39

5.2. Olympus camera

............................................................................................................................. 41

5.3. Full HD Sony HDR

‐ CX 740 VE camcorder

........................................................................................ 42

5.4. CCD daylight camera

...................................................................................................................... 43

5.5. Dawn (near IR) camera

................................................................................................................... 43

5.6. Thermographic camera

.................................................................................................................. 43

6. The base station

............................................................................................................................... . 44

6.1. Connections and functionality

....................................................................................................... 44

6.2. Charging the base station

............................................................................................................... 46

7.0. The flight battery

............................................................................................................................ 47

7.1. Safety and care information on the battery

................................................................................... 47

7.2. The charging case

........................................................................................................................... 48

7.2.1. Connection of the battery to the charging case

.......................................................................... 49

8. Safety procedures

.............................................................................................................................. 50

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### 1. General

The md4-1000 systems by microdrones are remote-c ontrolled automatic flying platforms. They can be used to take photos, record videos and perform any other observation and inspection work. The systems use a quadrotor carrying sy stem with state-of-the-art technol ogy. You can take high-quality, professional pictures and videos from the air thanks to a torsionally resistant, extremely light CFRP body and an advanced electronics system. The technol ogy used in the aircraft is normally only found in manned planes, e.g. GPS, inertial navigat ion system, autopilot and flight data recorder.

The GPS position hold function uses GPS to keep the microdrone hovering in its current position even when the wind is blowing. So the operator can concentrate fully on operating the camera without having to fly the microdrone against the wind at the same time.

The system is particular ly powerful and highly effective thanks to the highly advanced carrying platform, a ground station and a notebook with appropriate software. It is also very cost-efficient compared to conventional aerial photography platforms.

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### 1.1. Safety instructions

Always comply with the laws and regulations governing use of the microdrone that apply at the area of use.

Always keep a safety distance of 5m towards any kind of objects. Always keep a safety distance of 10m towards people and animals.

When calculating the flight time always include the time required to fly back and descend. It is not a good idea to have the microdrone ascend to 500 m and then descend through the final 100 m in emergency landing mode because the battery is almost empty.
When planning waypoint flights, always take the GPS resolution into account as it might change depending on local conditions. Always calculate in a safety buffer if you want to fly the microdrone close to obstructions.

Never save other data to the SD card of the mi crodrone. The entire content of the SD card is managed by the microdrone or mdCo ckpit. Even if it appears that ther e is space, there is not: the flight data are recorded direct ly to the sectors of the SD card and cannot be seen in the table of contents. If you write other data to the SD card of the microdrone, the chances are that you are will overwrite flight data. In such cases microdrones c annot be held liabl e for technical defects if their cause cannot be trac ed due to overwritten flight data.
Try not to fly directly over the RC transmitter. In this position the RC could fail if the signal is shielded by the housing of the microdrone, making the microdrone lose control. The distribution of the radio waves is also poor in this position, augmenting this effect.
Avoid flying in or close to model aircraft clubs due to frequency interference from other transmitters.
Do not fly close to airports and avoi d flying in the vicinity of military complexes or model aircraft clubs or other strong transmitters. The systems used in such places cr eate interference which could badly disrupt the microdrone and might ev en disable the emergency program. Therefore, keep to a distance of at least 5 kilometres from airports.
Due not fly close to high-voltage lines, transformer stations and power plants.

Do not fly directly over persons, because if there is an accident, the falling microdrone could injure someone.

Do not fly directly over water. If it cannot be avoided, then remain at least 10 m above the surface.

Avoid ‘linear descents’, i.e. flying down vertically. Instead fly down in large spirals or from side to side. If you fly directly down, the microdrone becomes less stable as it is flying in its own downwash and the motor power has been throttled back for descent.

Pay attention to the mdCockpit speedometer wh en descending. Do not push the throttle down fully for a long time. Descent is normally at the end of the flight when the battery is often almost empty. If you begin the descent too fast, particularly if carrying a large load, the microdrone

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might not have enough power left to prevent crashing into the ground.

Do not adjust the trim of the remote control. Otherwise the microdrone might perform flight manoeuvres unexpectedly and lose control.

Pay attention to local wind conditions. The microdrone has not been designed to fly when the wind speed is higher than 12 m/s. Even a wind speed of 4-5 m/s might be too much for inexperienced pilots to handle. Pay attention to the wind information and warnings in mdCockpit.
Never fly with a cold battery. The LiPO cells used are powerful, though very sensitive to temperature. When temperatures are low, t he battery’s voltage might unexpectedly plunge, causing the microdrone to lose control for lack of power.
Only take off if the battery is fully charged. A lack of power is often the cause of emergency situations which could have been avoided.

Before taking off, ensure that the rotors are prope rly attached. Even if the rotors are not about to come off, poorly fastened rotors subjected to a load could touch the hous ing of the microdrone. This could result in much higher power use a nd a considerable reduction in flight time.

Be careful if the Waypoint auto execute function is active. Once the battery has been inserted, a GPS signal has been detected and if the destination is within range, the microdrone sets out on the waypoint route automatically.

Please read and comply with the separate safety and care information for batteries.

The transmission aerial of the hand transmitter (remote control) has to be fully extended during flight. If it is not, there is an acute risk of lo sing control of the microdr one suddenly after a short distance. Also ensure that the receiving antenn a is correctly installed and in place on your microdrone.
Take off immediately after connecting the battery. Don’t let the microdrone idle before takeoff. If you don’t do so it is possible that the microdr one takes off on its own due to a wind gust etc.

Always let the microdrones settle to its ambient temperature before takeoff. This does not apply to the battery itself! A difference of more than 5 C° between the ambient temperature and the temperature of the sensitive components and se nsor inside the microdrone may cause serious
misbehaviors.

Never use the microdrone without rotors (for tests etc.). The exceptional high rpm may cause a damage of the drives and other related electronic parts.

Always use both hands to carry the microdrone fr om your car to the area you want to start flying. Grab the microdrone at it’s both arms as much as possible near the body-center.

Never touch or catch the microdrone within flight, landing approach or with running motors on the ground.

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### 1.2. Statutory regulations for using the microdrone

The user alone is responsible for using the system and must ensure that appropriate registrations are made and that statutory provisions governing the system md4-1000 at its pl ace of use are complied
with.

Check in particular that using the

9 remote control,

9 video transmitter

9 and the aircraft itself

is not against the law.

Due to different rules governing flight permits, maximu m altitude, liability insurance, etc., the user must himself find out about compliance with regulations and provisions that apply in the area he intends to
use the microdrone.

Under no circumstances can microdr ones GmbH be held liable for: damage to the microdrone or any other kind of damage; consequent ial damage; direct or indirect damage; or financial loss or interruption to operations due to: improper use of the microdrone by you or third parties; unforeseeable or abnormal circumstances; or gene ral operation of the microdrone.

Aviation liability insurance has to be concluded!

The video transmitter must be registered! Please contact the relevant agency.



### 1.3. Export terms

The md4-1000 is a dual-use good, meaning that it can be used in Germany and the rest of the EU for military and civilian purposes. Therefore the ‘ Council Regulation (EC) np 1334/2000 of June 2000 setting up a Community regime for the control of exports of dual-use items and technology ’ applies to international transport and export.

In particular the above regulation st ipulates that an export permit must be obtained from national
authorities if the md4-1000 or one of its components is exported to countries for which there is no general export authorization. Countries for which ther e are currently (July 2007) such general export
authorizations:

Australia, Canada, Japan, New Zealand, No rway, Switzerland and the United States of America, ...

You can find the complete list and more information at: 

### http://ec.europa.eu/trade/creating

‐ opportunities/trade

‐ topics/dual

‐ use/

microdrones GmbH cannot be held liable if the user breaches these terms.

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### 1.4. Technology and history

VTOL is an acronym for vertical take-off and landing. It denotes the ability of an aircraft to take off and land vertically without a runway. Helicopters also come under the VTOL category.

A quadrotor (from the Latin quadrum - four) is an aircraft that is lifted by four rotors or propellers operating in the same plane and working vertically downwards to achieve lift and, from the inclination of the rotary plane and different rotor speeds, thrust.

Picture: ‘Flying Jeep’ Curtiss-Wright VZ-7AP

It is a helicopter and like this one and VTOL aircraft in general, it can take off and land vertically. Other descriptions include quadrotor helicopter and quadcopter.

The advantage of this type of construction is that, if the directions of rotation are suitably positioned, all three axes can be controlled simply by varying t he thrust and therefore the torque of the four propellers. Complicated swash plates as used on helicopters or other actuators are therefore not necessary. Nor is there drift as encountered with a tail-rotor configuration. And it does not matter whether the thrust is regulated by using differences in rotational speed or the pitch of the respective propeller. The thrust change just has to occur fast enough. If the aircraft thrust is controlled by rotor speed, this is done by using e.g. stepless transmission or electric motors.

When helicopters were first developed, several rotors were often used as the use of swash plates had not yet been practically conceived. The French pioneer of aviation Étienne Oehmichen had experimented with rotating wings as early as 1920 before his Oehmichen No. 2 (see picture) took to the skies on 11 November 1922. The four rotors of this early quadrotor were elastic and their pitch could be changed using cables. Picture: Étienne Oehmichen No. 2

Next to them were an additional eight propellers acti ng horizontally to stabilise the aircraft and provide thrust as the rotors could not yet be controlled precisely enough. The Oehmichen No. 2 was the first reliable aircraft that could take off vertically. It co mpleted more than 1000 flights and got into the record books on 4 May 1924 by flying for 14 minutes and doing a kilometre circuit.

With the development of the swash plate and ta il-rotor, tandem and coaxial constructions, the quadrotor went off developers’ radar. Not until a gener al interest for VTOL vehicles in the 1950s did quadrotors fly again.

Manned quadrotors are currently not used. Though t hey are often used as drones and UAVs. This is because of developments made in electronics, sensory systems and lightweight materials.

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### 1.5. System overview

A md4-1000 system basically consists of the micr odrone in the transport box, a charging case and the ground station which is in its own case. The follo wing picture shows the entire set. Optional extras include diverse cameras, a mobile video receiver and waypoint navigation.

The md4-1000 microdrones have been manufactured from carbon fibre and top quality high-tech materials to be very lightweight. They should be treated with appropriate care.

Picture: entire md4-1000 system

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### 2. The microdrone md4-1000

2.1. General mode of opera tion of the md4-1000 microdrone

As already mentioned, the md4- 1000 microdrone is a quadrotor airc raft. When hovering all the rotors operate at the same speed, as shown in the followi ng diagram. Positional changes can be made by adjusting the speeds of individual rotors.

x Forward flight/reverse flight by tilting forward or back about the horizontal axis, i.e. accelerating or braking (nick or pitch) -> alter speed and therefore thrust ratio between A and C.

x Lateral flight by tilting a bout the longitudinal axis, side movement (roll) -> alter thrust ratio between B and D.

x Rotating about the lift axis (yaw) -> alter thrust ratio in pairs between A-C and B-D.

x Climbing or going down (throttle) -> increase or decrease the thrust of all rotors uniformly. Diagram: Motor schema

Any position can be achieved with a combination of these basic commands. The device maintains the desired height using the temperature-com pensating, barometric height control.

This four-rotor concept, where pairs rotate in opposite directions, mean the torques are cancelled out when the rotors are at the same speed. A tail ro tor, which reduces the pe rformance of conventional helicopters because it does not generat e thrust, can therefore be left out.

The microdrone and its motors are maintenance-free. Only the batteries are subject to wear. The front and back rotors rotate to the left, the two side roto rs to the right. When climbing all four motors are under the same load, when descending the power of all of them is reduced. If you move the aircraft forwards, the speed of the back rotor is increased a nd the speed of the front rotor is decreased by the same amount. If you roll the aircraft to the left, t he right motor revs up and the left one slows by the same amount. To turn the microdrone to the left, t he speed of the left and right rotors is increased and the speed of the front and back rotors is reduced. This creates torque resulting in rotation about the lift
axis.

The two control sticks on the remote control transmitter shown in the adjacent diagram control the microdrone.

The right stick controls forward and back movement (nick or pitch) and movements to the sides (roll).

If the left control stick is moved forward, the microdrone climbs (throttle). If the control stick is moved back, the device goes down. Movement of the stick to the side causes rotation about the lift axis (yaw).

Picture: The hand-held transmitter

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### 2.1.1. Drive motor and motor controller

The 42-pole motor weighs 250 grammes and has a diameter of 86 mm. The brushless external rotor motor (see adjacent diagram) with 36 grooves and 48 magnets has a synchronous commutator.

Picture: Details of the drive unit

The motors are controlled entirely via a CAN bus sy stem at which every motor has its own address. The interplay of these components creates a contro l circuit that enables, due to the dynamics of the whole unit, the motor speeds to be controlled quickly, therefore stabilising the md4-1000.



### 2.1.2. The main on-board electronics

The heart of the electronics system is the IMU module (IMU = I nertial M easurement U nit), the positional control system with barometr ic height stabilisation. It is a combination of three positional and acceleration sensors that are merged in what is called a Kalman filter. The two 32 bit micro-controllers ensure that all data is calculated fast.

Picture: Components of the on-board electronics

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### 2.2. Opening / putting on the cover

Caution: Check the lock before starting! Never lift microdrone at the top cover. Check it by slightly turning cover left/right in order to assure proper fitting.

microdrone with closed cover. It is locked if the arrows are not opposite each other.

To open the cover, hold the cover with one hand and the bolt with the other. Push the bolt down to unlock, now the cover will turn. Turn the cover whilst pushing down the bolt until the two orange arrows are opposite one another.

You can now carefully remove the cover. When removing the cover, ensure that you do not accidentally tear off the GPS cable between the cover and microdrone or trap the cable when putting the cover back on.

Once you have released the GPS cable from the microdrone, you can take the cover off completely.

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### 2.3. Inserting and connecting the flight battery

The battery is brought into the correct position by the side guides highlighted in the adjacent picture. The battery has three projections on the side that should engage under the three guides.

Put the battery between the side guides and slide it under the holders.

When inserting the battery, ensure that the snap-in nose behind the battery locks properly.

To take out the battery, hold down the snap-in nose with your thumb and using your other hand push out the battery through the side guides.

If the battery has been inserted properly, the microdrone’s connections will be coupled to the battery.

The left one is the negative connection.

The right one is the positive connection.

The balancer connection ensures the individual cells charge uniformly. It also checks the cells when charging and discharging. It is only required for the charging or discharging
process.

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### 2.4. The rotors

The md4-1000 has two rotors that rotate to the le ft (counter clockwise / CCW) and two that rotate to the right (clockwise / CW). The rotors are made from carbon, are robust and, together with the motors, are highly efficient. Before every flight, check for visible cracks to prevent problems during flight and crashes.

After an accident, make sure you check the rotors to prevent breakage during flight.

Every rotor is fastened to the motor of the microdr one with four Allen screws (M3x16). The torque of
the screws is 0.7 Nm.

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### 2.5. Opening out and locking the arms

Upon delivery or after transporting the microdrone in the transport box, the arms are folded up. The following diagram shows how the arms are opened out.

Folding them up is done in the reverse order.

To open out the arms, release the lock hook from the connecting bolt.

Then remove the connecting bolt from the side so that the arm can be put into place.

Lift the arm and fasten it in place with the connecting bolt.

After you have pushed in the connecting bolt, it has to be adjusted with the lock hook.

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### 2.6. The connections of the md4-1000

2.6.1. Configuration and data terminal To adjust the configuration of t he microdrone or to upload waypoint routes to the system, a connection with the PC has to be established. Use the adapt er supplied to connect the microdrone by USB.

The connection on the microdrone is right next to the plug-in connection for the GPS module. It is slightly smaller and
marked with ‘FC’ and ‘NC’. Which micro-controller establishes the connection depends on which way around the plug of the adapter cable is inserted. For configuration or to upload the waypoints, the flight controller has to be connected with the PC. So the white mark on the microdrone end of the adapter (1) should point in the direction of the mark FC (3).

The connection to the navigation controller NC (2) is normally only required for servicing or a firmware update.



### 2.6.2. The control wi res of the md4-1000

The picture shows the underside of the microd rone and its connection wires and the downlink transmitter. The downlink transmitter sends videos and data wirelessly.

The connection wires coming from the microdrone fo r the camera and zoom and the power supply for the download transmitter are showing.

The connections for controlling the servos are also on the back.

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### 2.6.3 The servo connect ions of the md4-1000

This detailed picture shows t he 4 servo connections of the md4-1000. Servo 1 is for the pitch adjustment, servo 2 for adjusting the roll angle and connections 3 and 4 are AUX channels, i.e. they are unassigned.

If you are looking at the bac k of the microdrone and use the front (marked) arm as a reference point, the connection for servo 1 is on the left. Servo 2 is connected to the second connection from the left, etc. When connecting the servos, check that the servo wire is inserted the right way around. The orange wire should point in the direction of the front arm (arm with red mark).



### 2.6.4 Downlink transmitter connection

A digital download link is shown on the picture.

The download link transmitter is supplied by BMS. It is small and light, has a particularly good signal quality and a very low signal delay. This transmitter allows us to send wirelessly video, audio and any other data from the microdrone to the ground station.

Special characteristics:

x Low signal delay (approx. 40 ms)

x Power supply 6 to 16 V

x Frequency range 2.2 to 2.6 GHz

x MPEG-2 encoding

The power supply connector of the downlink transmitter is connected with the power supply connector of the microdrone. The video connection of the transmitter is connected with the camera used. The configuration cable is only used internally for servicing.

The analogue transmitter differs from the digital tran smitter in a number of ways. The cooling fins make the digital transmitter look different. The digital transmitter has cooling fins, the analogue transmitter does not. Nor does the analogue transmitter have a configurat ion cable. The third diffe rence is the analogue transmitter’s lack of antenna filter.

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### 2.6.5 Downlink receiver

The antennas for receiving the video/audio data look like this:

Digital Analogue



### Caution: When connecting the digital antenna, make sure that the small slide switch is in the DATA position so that it can also receive data sent from the microdrone. The CONFIG switch position is for service work.

Technical data of the downlink receiver Frequency range 2.3 ... 2.5 GHz Channels 16 (can be set via the channel selector switch) Video output 1 Vss +/- 0.1 Vss @ 750 Ω Video bandwidth 30 Hz ... 5 MHz Audio input 500 mW effective at > 1 k Ω Audio bandwidth 15 Hz ... 16 KHz (3 dB) Energy supply 230 V mains, 12 V vehicle, flight battery Special features 3⁄4 External diversity box with 4 antennas 3⁄4 Audio stereo channel display 3⁄4 Switch channel 3⁄4 Display of the relative reception strength 3⁄4 Video picture inversion 3⁄4 Automatic channel switching 3⁄4 Video audio mute function 3⁄4 5 V output for antenna input amplifier 3⁄4 Video detect output

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### 2.7. Taking off and landing the microdrone

Put the microdrone onto a flat surface about 10 m away from you. If the microdrone is too lopsided, the electronics will register this and will not let the rotors start as they might otherwise come into contact with the ground.

Always ensure that grass does not entangle with the axles of the motors.

Fly in a range of about 80° in front of you. Avoid flight to your side or above you.

Diagram: Schema of the start position

‘Nose in hover’, that is hovering with the front, or ange arm pointing towards you, requires special skill and must be practised sufficiently in the simulator. B eginners in particular quick ly run into difficulties. Nose in hover is not needed in normal operation. It poses a coordination risk and therefore should be
avoided.

Do not leave the microdrone stationary for t oo long before taking off. It could lead to the microdrone developing an incorrect model for the se nsor filter, leading to unpredictable flight

manoeuvres. In particular, do not leave the microdrone on the ground with its motors running. Otherwise the microdrone would already be in flight mode. This increases the risk of a defective filter model and unpredictable flight manoeuvres. Take off as soon as possible after inserting the battery! If the microdrone is on the ground in flight mode, it could take off autonomously at any time as a gust of wind or changes in the air pressure could make it think it is already flying. Never let the microdrone run without the rotor blades (e.g. for test purposes)! The unnecessarily high speeds could damage the motor or its electronics.

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### 2.8. Taking off in GPS position hold mode

Flying in GPS position hold mode is easy and makes operation of the microdrone simple. During flight you can release the operating buttons of the remo te control and the microdrone will remain in its current position (hovering).

The GPS antenna is incorporated in the cover see pi cture below. When removing the cover, be careful not to tear off the connection wire for the GPS receiver.

The red arrow on the picture on the right shows the connection position of the GPS antenna in the microdrone.

Picture: GPS connection wire Picture: GPS antenna in the cover

If the battery has been inserted and the cover has been connected to the microdrone with the GPS receiver, you can take off. The take-off sequence is as follows:

Switch on the microdrone with the RFID tag. To do this hold the RFID tag to the red mark of the microdrone (see pictur e on the right). The microdrone will emit a single bleep.

The start-up procedure now begins. First, the remote control is registered. While it is registered there are several bleeps in quick succession. If the remote control has been registered, confirmation is given with a slow sequence of bleeps. Picture: Switching on with RFID tag

After the remote control has been registered, a search begins for the GPS signal. The GPS signal is registered via the GPS antenna in the cover of the microdrone. If there is no GPS signal available, there is a slow sequence of bleeps. The better the re ception, the faster the beep. Once GPS is ok you can hear a double bleep.

The application software mdCockpit constantly shows the number of satellites (SV for space vehicles) and the precision.

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Once the microdrone has emitted a double bleep, the motors are started using the motor slider switch ‘F’ in the adjacent picture.

CAUTION : Once the motors have started up, the microdrone is in flight mode and must be supervised at all times. You should also take off now to avoid the microdrone acting uncontrollably (this could happen if you wait too long) on the ground. If the microdrone is in flight mode — i.e. the motors are running — the microdrone wants to fly. Picture: Starting the motors

If the microdrone is not yet ready to take off in G PS position hold mode but the motor slider is actuated anyway, several bleeps in succession are emitted as a warning. Taking off like this is not possible. You can pull the connection to the cover and fly without GPS too. But you have to do this before inserting the battery.

As an exception, you could skip the search for GPS sa tellites by using the ‘E’ slide switch (see picture above). The microdrone will then conti nue to search for satellites when airborne. To skip the GPS search, slide the E switch forward for 2 seconds and then slide it back. The microdrone will acknowledge this acoustically. This should only be done as an exception because when the microdrone finds the satellites during flight, it mi ght turn about the lift axis to align itself.

After landing remove the battery immediately. Put in a completely charged battery for every new flight.

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### 2.9. GPS waypoint

The GPS waypoint option allows a predefined ro ute to be flown automatically. The route can be defined on the notebook or using a teach-in procedu re (also see mdCockpit handbook, waypoint route planning).

The screenshots are of the Waypoint editor.

mdCockpit has a very simple flight planning module for automatic flights with waypoint navigation. It even makes it possible to change the flight plan completely at short notice on location or to enter completely new routes with just a few clicks of the

mouse.

All flight routes can be saved on the hard drive of the ground station notebook and are available again within just a few seconds.

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### 2.10. The flight data recorder

The md4-1000 has a flight data recorder which record s the flights internally on a micro SD card. This is basically like the blackbox found in commercial ae roplanes and continually records the current flight status, sensor values and all flight commands received from the remote control.

The card is slightly hidden on the bottom of the mo ther board of the flight controller as the green arrows in the following pictures show.

Picture: Picture of the microSD card inserted Picture: Picture of the microSD card withdrawn

Picture: SD adapter with microSD card To remove it, push carefully with your finger against the edge of the card. It will go in slightly. Upon retraction, it jumps out of its holder and can be removed. The card can be read using the supplied SD card adapter. mdCockpit application software can be used for reading and then evaluating the data.

WARNING: Please do not save other data to the SD card of the microdrone. The entire content of the SD card is managed by the microdrone or mdCockpit. Even if it appears that there is space, there is not: the flight data are recorded directly to the sectors of the SD card and cannot be seen in the table of contents. If you write other data to the SD card of the microdrone, the chances are that you are will overwrite flight data . In such cases microdrones cannot be held liable for technical defects if their cause cannot be traced due to overwritten flight data

.



### 2.10.1 Preparing a new SD card fo r the flight data recorder If you want to use a new SD card to record flight data, it has to be prepared for use with the md4-1000. Download the official SD Association formatter ( https://www.sdcard.org/ downloads/formatter_3/ ) and install it on your PC. Insert the new SD card into th e card reader of your PC and select its drive letter
in the SD formatter. Under Option select Format type: FULL (OverWrite) and Format Size Adjustment:
ON . Begin formatting. During formatting do not remove the card or card reader from your PC.

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Afterwards the microdrone has to format the card to create the
fundamental structures of the flight data recorder such as the table of contents. Therefore, insert the card back into the microdrone and connect the FC interface to your PC as described in chapter 2.6.5. Open a terminal dialogue, select the tab Drone Options . In the bottom
area called Special Functions you will see the button Format SD card
in the microdrone

. After this the SD card is ready to be used with the md4-1000. If required, you can also use the existing connection to upload to the microdrone using the waypoint editor.

You can proceed in the same way if you want to repair a faulty SD card. However, before doing this you should use the data analysis tool in mdCockpit to read out in comprehensive mode all data still on the card so that records are not lost (see chapter 5.4 (3) of the operating instructions for mdCockpit.

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### 2.11. Technical data of the md4-1000

Technical Specifications Vehicle mass 2650g Payload mass (recommended) 800g

Payload mass (maximum) 1200g

Battery 6S2P LiPo 22,2V / 13Ah
Climb rate 7,5 m/s Cruising speed 12,0 m/s
Peak thrust 118,0 N Endurance up to 88 min. Flight radius approx. 500m on C&C Ceiling altitude (relative to take-off) 1000m

Maximum take-off altitude (above sea level / WGS84) 4000m

Operational Conditions Temperature range -10 .. 50°C Humidity max. 90% r.H.

Wind tolerance 12 m/s

Dimensions
Diameter 1135mm Height 495mm

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### 2.12. Beeps of the microdrone

To make using the md4-1000 easy, the microdrone has a small loud speaker. This loud speaker makes bleep sounds to give you information on the status of the microdrone. Only important statuses are conveyed by a bleep so as not to confuse you. All information and statuses are available to you via the downlink when using the base station, and via the serial interface of the computer.

The first acoustic sign of life is emitted directly after switching the microdrone on with the RFID tag. Short acknowledgement bleeps are also emitted after successful initialisation of the microdrone and after landing.

There are also other bleeps to provide status information and error notifications.

A distinction can be drawn between error bleep s and bleeps on the stat us of the microdrone.



### 2.12.1. Error bleeps

All error messages are introduced clearly by a s equence of sounds: 3 successive bleeps. Following this signal, the error code is provided by a number of lower pitched sounds that follow it. The error status can be determined using the following table:

Number of bleeps Designation Description Remedy

1 RC key pressed Unknown RC command Check command

2 SD memory
card SD card not inserted / incorrectly
formatted Check/insert SD card*

3 Motor At least one motor has an error Re-insert battery; if error status re-occurs, contact microdrones 4 EEprom Initialisation values invalid Check the initialisation values
with serial connection
5 Waypoint
invalid Programmed WP flight not possible - route length too long (incorrect start point) - WP flight contains errors Check WP list and correct if necessary Select start point correctly.

Apart from error codes 1 and 5, the errors only occur immediately afte r inserting the battery, i.e. during the initialisation process.

*)If a high-pitched uninterrupted rapid bleeping follows this error signal, an error recording data to the SD card could have occurred. To avoid flight dat a being lost, the microdrone will block any take-off attempts until the problem has been rectified. Pleas e read out all data still on the card using the data analysis tool in mdCockpit in comprehensive mode (see chapter 5.4 (3) of the mdCockpit operating instructions) and then format the card as described in chapter 2.10.1 of this manual.

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### 2.12.2. Status sounds

There are sounds other than error messages that co uld occur during operation of the md4-1000. They are easily to identify as they take the form of so und sequences. The table provides an overview of the status sounds. The sounds could be emitted during in itialisation or whilst the md4-1000 is flying. There might also be situations where several error sound s are emitted. But so you can easily identify the error only the most important error sound is emitted. The priority of the status sound is given by the number in the table. The smaller the number, the mo re important the status information. The battery emergency threshold has the highest priority. The quality of the GPS signal has the lowest priority.

Priority Designation Length of sound (ms) Pause
duration (ms) Remedy

1 Battery emergency
threshold reached very short (50) medium (200) Land immediately!

2 Battery warning
threshold reached short (100) long (400) Prepare to land soon

3 Incorrect alignment
for take-off short (100) short (100) Check take-off position

4 Magnetometer value range exceeded medium (200) medium (200) Check take-off point - Metallic objects - Magnets - Check magnetometer calibration
5 WP convert success very long (800) very long (800) - valid WP found on helicopter

6 WP auto execute
countdown short (100) very long (1000)
7 WP auto execute
active 3 x short (100) short (100) Autostart active without remote
control
8 GPS valid 2 x short (100) very long (1000) Double bleep signifies GPS is ready
9 GPS quality
indicator Qualitydependent Qualitydependent Wait for GPS to be ready

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### 3. Operating modes of the microdrone

The condition for the following operating modes is a very good GPS signal with a resolution of about 2.5 m. If the GPS accuracy is less than this — lar ger than 2.5 m — then this has a negative effect on flight behaviour. The different flight modes can be set in mdCockpit. The mdCockpit operating instructions tell you how to make these settings.



### 3.1. INS mode

In this mode the operator pilots the microdrone without help from GPS position hold or dynamic position hold . You must be very experienced to use this mode as the microdrone provides no positional help. The operator has to steer the vehicle taking the wind into account and must react to every undesired influence of the wind. This require s a high degree of alertness and confident handling of the microdrone. Only experienced pilots should control the position angle using the control stick, and only in exceptional cases. As the operating modes that have automatic flight c ontrol require a sufficiently strong GPS signal, the INS mode is the only way to fly if the GPS signal is very bad or non-existent. Of course there are situations when the GPS signal is not good enough, e.g. if you are taking off between two houses, and taking off without GPS is unavoi dable. To cater for this there is a function that allows the operator to overri de the GPS signal for take off. To do this, push the E slider switch of the remote control forward for a short time and then push it back. The microdrone responds to the GPS override by emitting a sound. The microdr one can now take off. In the air the microdrone continues to search for GPS satellites to allow GPS-aided flight, and the mode is switched to GPS position hold or dynamic position hold as soon as possible.



### 3.2. GPS position hold

If you release the control stick during manual flight when In GPS position hold mode, the microdrone’s current position will be maintained. This means that the microdrone remains in its current position and, if required, will fly against the wind to do so. The benefit of GPS position hold is that it allows the user to concentrate on the task itself, e.g. taking photos. To exit position hold, you only have to move the control stick 5% out of its neutral position. You have to be very careful at this point as this is where t he most frequent errors are made. If the microdrone is in the wind and in GPS position hold mode, the microdrone countera cts the effect of the wind automatically. When you exit GPS position hold mode, you have to counteract the wind yourself. Depending on the strength of the wind, you have to counteract it suffi ciently. An error often made here is that users do not counteract the effect of the wind to a suffi cient extent. If they do not, the microdrone drifts with the wind and inexperienced p ilots then release the control sticks to put the microdrone back into GPS position hold mode. If this process is repeated several times, the microdrone could drift a long way. The above situation requires you to fly against the wind with enough power to counteract it before moving on. To fly onwards against the wind, you have to be even more assertive with the control stick.



### 3.3. Dynamic position hold (DPH) function

It is possible, from firmware version 2.8, to activate Dynamic Position Hold (DPH) when flying the microdrone manually. You do this with the G switch . The middle position means DPH is off and forward/up means it is on. Dynamic position hold is a type of autopilot (do not confuse with waypoint function) for the microdrone. Dynamic Position Hold is a further development of GPS position hold . In GPS position hold the current position is only held when the c ontrol sticks are released. When you use the control sticks again, you exit GPS position hold mode and you have to fly the microdrone yourself (taking any wind into account if necessary). The stronger t he wind, the stronger you have to counteract its effects. In Dynamic Position Hold you do not have to counteract the wind. Y ou fly the microdrone comfortably using the control sticks according to the GPS coordinates you want to move to. In this way the microdrone is sent a new GPS position which it moves towards and maintains automatically until you give another command via the control sticks. This prevents the microdrone from drifting in the wind. In mdCockpit under microdrone settings / DP H you can select different DPH settings:

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Setting Function

Mode 0 : DPH function deactivated

Mode 1 : DPH function activated

Mode 2 : DPH function can be set via switch G: G in ‘middle’ position: DPH deactivated G in ‘top’ position: DPH activated



### 3.4. Teach-in function

The teach-in function is activated by pulling back/down switch G for at least 3 seconds. This saves the current waypoint coordinates such as position, orientation and altitude to the SD card of the microdrone. Though there can be no wa ypoint route already on the SD card. If this is the case, the teach-in function cannot be used. The main reason for the teach-in function is to create and calibrate your own extremely precise map material so you can fly waypoint routes safely. To see how this is done in detail, please see the mdCockpit instructions under Waypoint Editor / Importing map pictures from files.



### 3.5. Waypoint function

The waypoint function allows you to automatically fly a predetermined route (according to predefined positions: GPS position, altitude and orie ntation), e.g. to take pictures. Waypoint is activated by pushing up/forward the G switch whilst pushing down the H button. For this to work there has to be a valid waypoint ro ute on the SD card of the microdrone. If you are in waypoint mode and you put the G switch back in the middle position, the microdrone will stop flying the waypoint route and you are again in c ontrol of the microdrone. To take up the waypoint route again, hold down the H button and move the G switch back to the forward/top position. The microdrone will now return to where its waypoint route was interrupted and continue from there.



### 3.6. Homing function

In this operating mode the microdrone automatically f lies to the first position from which it received a valid GPS signal (point of first fix). This position is also normally the take-of position, provided the GPS signal was strong enough for take-off. The homing function can be triggered with the remote control. To do this the function Homing via RC switch has to be activated in mdCockpit. Once activated, if you move the G switch back/down whilst holding down the H button, the homing function is triggered. You can also activate the option Auto homing upon RC loss in mdCockpit. This activates homing automatically once the RC outage time has exceeded a defined value. This value can also be set in mdCockpit. If this setting has been deactivated and the RC outage time is exceeded, the microdrone goes into emergency landing mode and lands. There are three important things that the homing function enables: Once the function has been activated, the microdrone aligns itself to the lin e of sight of the operator. This assumes that the operator is at or close to the point of first fix (ideally the take-off position). In mdCockpit you can reverse the alignment during the aut omatic return flight so that the microdrone is not aligned to the line of sight of the operator, instead it faces the operator. Secondly, the microdrone flies at the safe altitude that you can configure in mdCockpit. Thirdly, the microdrone will fly safely at a defined speed of 5 m/s to the point of first fix. If the microdrone is so far away that you can no l onger see the red front arm, activating the homing function is enough to align the microdrone in a defined direction. In this way you know the direction in which the microdrone is pointing. If Auto homing upon RC loss is selected, the homing function is automatically activated if the RC connection has been severed. If the RC connection is re-established during the return flight, the homing function is automatically turned back off and you can re-assume control of the microdrone.

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The following illustration shows the three major components of the homing function:

The following tables provide an overview of the available homing settings in mdCockpit:

Homing via RC switch Activated Allows the function to be activated using the remote control. The switch/button combination: G back whilst holding down H switches the function on. Switch G in the middle deactivates the function. Deactivated Does not allow activation remotely.

Auto homing upon RC loss Activated If the RC signal is lost for a defined period (period can be defined in mdCockpit), then the microdrone switches to homing mode and flies back to the point of first fix. Deactivated In this setting the microdrone goes into emergency mode and lands if the RC signal is lost for a defined period.

Alignment during automatic return flight Forwards The microdrone aligns itself so that the red arm points towards the operator when flying back. Backwards The microdrone aligns itself so that the red arm points in the line of sight of the operator.

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### 4. The remote control

Picture: An overview of the hand transmitter of the remote control The Royal pro 9 by Multiplex is the remote control transmitter currently used by microdrones to control the microdrone. It is shown on the left with its main operating elements.

The transmitter has what is called a synthesizer HF module, that allows you to select any 35 MHz frequency band.

The display of the Royal pro 9 can be tilted up (see picture below).

Picture: Display adjustment

Picture: Hand-held transmitter in the console The safest way to use the control sticks is by holding each between thumb and forefinger. There is also an optional console into which the hand transmitter is pushed that makes handling easier. The console can be hung on a belt or around your neck, meaning your hands are free, making operation more comfortable and precise.

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### 4.1. Switching functions of the microdrone

4.1.1. Control stick allocation of the remote control

The microdrone is controlled using the two control st icks. The coloured arm (normally red) is defined as being the front. A quadrotor doesn’t actually hav e a front, which is why microdrones chose one.

The left control stick controls the height (gas/throttle) and rotation about the lift axis (yaw).

If you move the stick forward, the microdrone climbs; if you move it back, the microdrone descends.

Pushing the stick to the leftmakes the microdrone turn anticlockwise. Pushing to the right makes it turn clockwise. The right stick controls movement forward and back (nick/pitch) and to the sides (roll).

Moving forward makes the microdrone fly forwards, pulling the stick back makes it fly backwards.

Push to the left, microdrone flies to the left. Push to the right, microdrone flies to the right.

Diagram: left control stick Diagram: right control stick

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### 4.1.2. Slide switches E and F of the remote control

Picture: Slide switches E and F The slide switches E and F have to be in the lower position before take off.

E is used to override the GPS. If the microdrone does not have GPS reception on the ground, it can take off without GPS and search for the satellites during flight. This procedure should only be an exception. The override is carried out by sliding the E switch forward, waiting a short time and then pulling it back. The microdrone will acknowledge this acoustically.

The F switch is used to turn the motors on and o ff. The F switch has to be pushed up to switch on the motors. The motors start up in turn , first at the front, then left and at the back, and finally on the right. To switch off the motors, the F slide switch has to be pushed down and at the same time the left control stick has to be pulled down at least 80%. If you have old firmware (before version 2. 8) or if you have dea ctivated the function Safe motor switchoff in mdCockpit, you only have to push the F switch down to switch off the motors.

Safe motor switch-off can be set in mdCockpit:

Safe motor setting

Activated Motors are switched off by pulling the F slide switch down whilst pulling the left control stick down. Deactivated Motors are switched off by pulling the F slide switch down.



### CAUTION: Do not pull down the F switch during flight unless you want to crash the microdrone purposefully to avoid an accident. If the F switch is pulled down whilst moving the left control stick down, the microdrone is switched off direct ly. Re-starting the motors is not immediately possible.

If not shut down by the "F" slider the microdrones inhibits the next flight for safety reasons. The flight then might not have been comp leted properly on the SD card. The microdrone prevents overwriting of the l ast flight on the SD card.

Error message in mdCockpit’s terminal dialogues: "possible lost flight data”

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### 4.1.3. Switching functions of the remote control

The switches L, N, O, J and button M have no direct relation to piloting the microdrone. The O switch is for teacher/student operation. O allows you to switch controls.

I, G and H are important during flight.

The H button is on the side behind switch J (see red arrow).

They open up a host of pos sibilities to the user as shown in the table below.



### Functions of switches I and G:

Switch position Function I forward/up Take photo (only during manual control) I back/down Take photo deactivated I forward/up and press button H Optical 3x zoom: 1.0x, 1.7x, 3.0x Depends on type of camera.

Switch position Function G forward/up DPH active (from version 2.8) G in middle position Static GPS position hold G back/down Teach-in function G forward/up whilst pressing the H button Activate waypoint G back/down whilst pressing the H button Homing function when Homing via RC switch has been activated



### Button H in combination with the control sticks

The H button has other functions in addition to the functions provided in combination with switches I and G. The four servos can be controlled by pressi ng the H button and using the control sticks at the same time. The left control stick is used to adjust servos 1 and 2. Moving the control stick up or do wn adjusts servo 1, which adjusts the pitch of the camera mount. Moving the control stick to the right or left affects servo 2, which adjusts the roll angle of the camera mount. The right control stick in combinat ion with the depressed H button controls auxilia ry servos 3 and 4, which are currently unassigned.

If firmware/hardware is installed , pressing the H-Button for more than 10s switches flight lights on/off.

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### 4.2. Remote control settings

The following chapter contains a few settings of t he Royal pro 9 made by Multiplex that we currently use. Please see the manufacturer’s operating instructions concerning the diverse settings that can be made. The menu structure is very user-friendly and well st ructured, making programming and operating the transmitter much easier.



### 4.2.1. Trim of the control sticks

Picture: Allocation of the trim switches The trim for both control sticks (i.e. the value in the central position) must always be at neutral to operate the microdrone. The stylized bars on the display of the Royal pro 9 (see picture below) shows this value. You can change this setting with the four cross-like buttons under the control sticks (s ee circles in adjacent picture). You can see when the neutral position has been reached on the display, and a sound is also emitted.

WARNING: Only start when the trim is in the neutral position, otherwise the microdrone will assume that the operator is sending a permanent control command and will therefore turn off GPS position hold

. If the voltage of the transmitter battery is under 7.2, it should be charged immediately.

Picture: Royal pro9 display

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### 4.2.2. RC channel selection

Hold down the ‘Spanner - ABC1’ button and then turn on the tr ansmitter to change the channel.

Then release the button and set the desired channel using the rotary knob on the top right of the transmitter.

The channel has to be confirmed using t he wide enter button in the middle of the button field. The channel is activated once the transmitter is turned back on.



### 4.2.3. Switching between display pages

Press the bottom right button "/-#0" to switch between pages on the LC display.

This switches between the voltage and trim display, the status screen and the countdown timer.



### 4.2.4. Resetting the timer to 30 min

You can use this button to reset the timer. Once the F motor switch has been pushed forward, the timer begins and counts down from 30 minutes. You should do this each time you land.



### 4.2.5. Teacher/student operation The Royal pro 9 allows teacher/student operation (see Royal pro 9 handbook). Two pro 9 transmitters are used at the same time for this. You can switch between the controls using the O switch. A cable has to connect t he transmitters to do this (see picture).

Ensure that the connection plugs for the teacher and student transmitters are the right way around. The transmitters must be set to teacher/student operation (see Royal pro 9 handbook). The easiest way to do this is to use software available from microdrones that can be put onto the transmitters via a cable. This allows a beginner to be taug ht by an experienced operator, and by moving the O switch t he teacher can regain control.

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### 4.3. Charging the remote control transmitter

A separate charger is used to charge the remote control transmitter. It should be charged at the latest when a value of 7.2–7.3 V is shown on the volt age display. You get to the voltage display by pressing the bottom right button "/-#0". Charging overnight is easily enough to recharge the NiMh battery of the transmitter. Insert the round plug into the charging socket on the back of the transmitter for this purpose. 

### Caution: Pay attention to the nose of the plug to prevent voltage reversal.



### 4.4. Bleeps of the remote control

Once the motors have been activated using the F switch , a countdown begins on the transmitter and a sound is emitted on reaching every full minute.

This is simply a signal for the operator to make managing the flight time easier. Once the time is up, a constant warning sound is emitted. You now have to land as a matter of urgency, and replace the battery immediately after landing.



### 4.5. The antenna of the hand transmitter

CAUTION: The transmitter antenna must be completely extended during flight.

The antenna should not point towards the microdrone as this is the weakest or ientation thus reducing range (so do not fly the microdrone over your head) . You should align the antenna so it is parallel to
the antenna of the microdrone. The swivel mechanism of the antenna can be unlocked by pulling the antenna slightly and then bent up.



### 4.6. Technical data of the hand-held transmitter

Multiplex Royal pro 9 hand-held transmitter Transmission type Switchable FM / PPM or FM / M-PCM with 10 kHz spacing Modulator HF module synthesizer HFM-S Servo impulse format MPX 1.6 +/- 0.55 ms UNI 1.5 +/- 0.55 ms Energy supply 7.2 V, NiMH 6 cells, AA, Power consumption < 50 mA without HF emission ~250 mA with HF emission Charging current Max. 1.4 A (quick charge) 210 mA (normal charge) Operating temperature Storage temperature Charging temperature -15 °C to 55 °C -20 °C to 60 °C 0 °C to 4 0°C Weight Approx. 900 g (with battery) Dimensions (L x W x H) 220 x 270 x 60 mm

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### 5. Camera

5.1. Camera suspension systems

There is a suspension system made from CFRP for every camera type that is put into position on the
under side of the microdrone.

The above picture shows an Olympus camera with t he standard mount for our microdrone. All camera
mounts have a remote control servomotor that enabl es a pitch angle of the optical axis of about 0–90°.

To control the pitch angle, hold down button H on the right of the remote control and now move the left
control stick forwards and backwards (otherwise used to adjust the heigh t (throttle) of the microdrone). You must keep the H butt on depressed all the time, otherwise you will change the altitude of the
microdrone.

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This special camera mount, shown on the picture bel ow, has two servos. These two servos allow you to adjust the roll and pitch angles. The camera mount is not part of the standard range and can be purchased separately.

The camera mount is controlled by pressing the H button and operating the left control stick. Moving the control stick up or down alters the angle of incli nation. Whilst moving the control stick to the right or left changes the roll angle.

Connecting the servos is explained in the chapter The servo connections of the md4-1000

.

Please note: Do not attempt to adjust the camera angle by hand, otherwise you might irreparably damage the delicate transmission of the servo.

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### 5.2. Olympus camera

The Olympus Pen E-P2 is currently the st andard camera we offer with our system.

x High-quality multimedia tool for photos and filming

x Classic design

x High flexibility

x HD video

x Good picture quality

x Comprehensive photo functions and integrated picture stabiliser

Technical data:

Olympus Pen E-P2 Resolution 4,032 x 3,024 pixels 3,200 x 2,400 pixels 2,560 x 1,920 pixels 1,600 x 1,200 pixels 640 x 480 pixels Colour depth 24 Bit (16.7 million colours) for JPG format Sensor 17.3 x 13 mm LiveMOS-Chip with 12,300,000 pixels File format JPEG (.jpg), AVI-Video(.avi), WAV and RAW Compatible with removable data storage media SD card (SDHC-compatible)

Connection to computer USB interface (version 2.0 hi-speed) Other connections Audio output, HDMI, accessory port (also for optional microphone adapter and supplied viewfinder) Power supply 1 x lithium ion battery, camera-specific (1,150 mAh; 7.2 V) Type: BLS-1 Focussing Autofocus and manual focus Exposure times 1 / 4000s to 2s (automatic) 1 / 4000s to 60s (manual) 1 / 180s to 60s (with flash) Dimensions W x H x D 120 mm x 70 mm x 35 mm Weight 370 g (ready for operation)

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### 5.3. Full HD Sony HDR-CX 740 VE camcorder

The picture shows a Full HD camcorder with universal mount.

x High definition 3MOS camcorder

x 3MOS camera system and progressive recording 1080/50p

x Lens with 10x optical / 120x intelligent zoom and XXmm wide angle

x 3D compatible (optional converter)

Technical data:

Sony HDR-CX740VE Picture sensor type Exmor RTM CMOS sensor, type 1/2.88 (6.3 mm) Pixels Approx. 6.14 mill. pixels (16:9); approx. 4.6 mill. pixels (4:3) Optical/digital zoom 10x / 120x intelligent Focal length 3.8 – 38.0 mm Picture stabiliser Balanced optical SteadyShotTM with active mode (wide angle to tele) Display Xtra Fine LCDTM display with TruBlackTM technology, 7.5 cm (921,000 pixels) Recording format AVCHD: Full HD 1920 x 1080 (50p /50i); iFrame: 540/25p Recording standards 1080/50p (28Mbps), HA (17Mbps), HG (13Mbps), HN (9Mbps); HE (5Mbps), iFrame Audio recording format Dolby-Digital 5.1 channel Storage medium SD/SDHC/SDXC card (min. class2) Photo picture size 16:9 (pixels) Max. 24.1 mega pixels (JPEG; 6544 x 3680) Dimensions (W x H x D) 67.5 x 73.5 x 137.5 mm Weight Approx. 555 g without battery

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### 5.4. CCD daylight camera

The CCD daylight camera is a video camera without recording unit. So it doesn’t have a battery or storage card. It sends the video live to the ground station.

The focus cannot be adjusted. The stream is recorded using the application software (e.g. mdCockpit) on the notebook.



### 5.5. Dawn (near IR) camera

The dusk or dawn camera is a video camera for taking night pictures where light levels are very low. It does not have a recording unit, so is used for live transmissions. It doesn’t have a battery or storage card. The video is sent live to the ground station. The focus cannot be adjusted. The stream is recorded using the application software on the notebook.



### 5.6. Thermographic camera

The thermographic camera is like a conventional camera that takes pictures , though is sensitive to infra-red light. Thermography is a process that visualizes heat radiation (medium infra-red) invisible to the human eye emanating from an object or body. Thermography records and represents temperature distributions on surfaces and objects. It sends the video live to the ground station.

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### 6. The base station

6.1. Connections and functionality

The picture on the left shows the base station we use. The base station receives the video and telemetry signals of the microdrone.

The signals received are prepared for use with a PC.

The operating panel of the base station is shown on the right.

You choose one of the three power supplies by inserting the power cable, car cable or battery. The station is switched on using the switch at the top on the left. Depending on the power supply, the corresponding LED lights up.

The base station can also charge the LiPo battery.

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The coloured connection cables of the antenna are connected to the corresponding cinch connections. The sockets Audio 1 and Audio 2 receive the telemetry data and the Video in socket receives the video signal.

The video signal is sent to a notebook via USB.

The second USB connection, downlink, provides the notebook with the telemetry signal. Using appropriate software (mdCockpit) the telemetry can be processed and displayed by the PC in real time.

Both Video out connections allow the user to pick up the vi deo signal using external devices, e.g. with a projector or video glasses. Video glasses allow the operator to fly the micr odrone as if he were in the cockpit himself.

The small display shows the current battery level of the base station in percent. The DATA LED lights up as soon as data are received.

The AC, 12V or BATT LED tells the user which power supply is operating the base station. Normally the best available power supply is used.

The base station can be connected to a 100–240 V AC mains socket, a 12 V car power supply or power is provided by a battery whose connection is under the

cover.

The 12V DC out socket is the power supply for the digital receiver.

CAUTION: Newer vehicles, vans or lorries might have other on-board voltages (e.g. 24 V). Always check the operating instructions of the vehicle to avoid damaging the base station.

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### 6.2. Charging the base station

The battery can only be charged by connecting to the AC mains or 12 V car power supply.

To do so, insert the battery into the charging slot inside the case and switch on the charger (see adjacent picture).

The battery will be fu lly charged after one hour at most and can then be removed.

If storing for a long period, the battery should be about 60% charged.

Only batteries that have completely cooled down are permitted to be charged.

Caution: Constantly monitor the charging process!

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### 7.0. The flight battery

Lithium polymer batteries currently have the highest energy density and so are the best choice for our system. However, due to fluctuations caused by manuf acture, the internal resistance and capacity of each individual cell can vary. In addition, low temperatures, battery age and difficult flight conditions could cause the voltage of the battery to dip unex pectedly. Therefore, always monitor the voltage display, e.g. using mdCockpit.

microdrones selects the cells and matches each individual battery for quality-assurance purposes.

The LiPo battery (picture) consists of individual cells and has a rated voltage of 22.2 V and a capacity of 13 Ah. The maximum voltage is 25.2 V.

This battery type is used in the md4-1000 system to operate the microdrone. It is ch arged using a charger that is in a separate charging case.

Picture: LiPo battery



### 7.1. Safety and care information on the battery

The batteries should only be operated and stored at room temperature. So if temperatures are low, make sure the batteries get up to room te mperature (20–40 °C, inner pocket of jacket) for at least 3 hours before use. The voltage of cold batteries could drop suddenly and cause the microdrone to crash.
Avoid short-circuiting the battery contacts. Coins or keys in your pocket or putting a battery onto wet grass is enough to short circuit it.
If storing the battery for a long time, it should be at least 60% charged. The easiest way to check this is to use the charger or the mdCockpit voltage display.
If you can hear the battery warning during flight, then you should land straight away. The battery should not be drained to less than 21 V to keep it in good condition and so it has a long life. Immediately remove the battery from the microdrone after landing.
Avoid exposing the microdrone to direct sunlight for long periods as otherwise the temperature specifications of the electronics and battery might be exceeded and cause malfunctions.
You can only take off if the battery is complete ly charged. Used batteries must be stored in the microdrone box so that they ca nnot be confused with others. Crashes and hard landings are caused by a lack of power.
New batteries do not perform at their full power immediately. Therefore, you should end the first flight with a new battery after ten minutes and then, as always, only charge the battery after it has cooled down. A battery that is not completely discharged can be charged many more times during its life than a battery that is often completely drained.
Batteries wear, just as car tyres do. They do not last forever and have to be replaced from time to time. However, if you treat them well, you can increase their life considerably.

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### 7.2. The charging case

The picture on the left shows the charging case we sell. Two batteries can be charged at the same time.

x Input 115-240 VAC / 50-60 Hz

x Output 20 VDC – 20 A for every charger.

Caution: Do not shut the charging case during charging!

The red wire is the positive connection, the black wire is negative. The connection in the middle is the balancer connection. This connection ensures that all the individual battery cells are completely and uniformly charged. The balancer connection is required to ensure the charging process runs correctly.

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### 7.2.1. Connection of the battery to the charging case

First connect the earth (black wire) of the charging case to the battery.

Then establish the positive connection (red wire).

Finally, connect the balancer to the battery. The balancer connection ensures the individual cells charge uniformly. It also checks the cells when charging and discharging.

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### 8. Safety procedures

microdrones md4-1000 are protected against several kinds of hazards. The behavior of the systems was tested in many different emergenc y situations. The following chapter gives an
overview of the tested situations.

Situation: Command & Control (C&C) signal reception is bad or lost.
Behavior: The microdrone will enter GPS Position Hold immediately and try to reacquire the signal for an adjustable amount of time (30s by default). If that time runs out, the microdrone will either enter emergency landing with a descent speed of 0,5 m 

### / s 

### or go into homing mode, depending on the user ́s settings. Homing mode will align the microdrone with the operator ́s line of sight, climb to a predefined minimum altitude (30m by default), return to the take-off position in a straight line and finally– if the C&C could not be recovered during the whole procedure – enter emergency landing at the take-off position. If C&C is recovered during homing or landing the procedure is interrupted and the operator has full control over the craft.

Situation: GPS signal reception is bad or lost.
Behavior: Flight control will revert to inerti al navigation mode. The stabilization system ofthe microdrone is still active. The operator is notified by textual, graphic and spoken messages about the situation and has to hold position manually. GPS Position Hold kicks in again as soon as the signal quality is back to normal.

Situation: Command & Control (C&C) and GPS signal reception is bad or lost simultaneously.
Behavior: The microdrone will immediately enter emergency landing with a descent speed of 0,5 m 

### / s 

### .If C&C is recovered the emergency landing is interrupted and the behavior of the situation “GPS signal reception is bad or lost” applies. If GPS is recovered the emergency landing is interrupted and the behavior of the situation “Command & Control (C&C) signal reception is bad or lost” applies.

Situation: Virtual Fence is being approached or reached.
Behavior: The microdrone slows down and finally stops, if the operator continuously flies in a direction in which he would leave the approved air space volume. GPS Position Hold stays in effect until the operator commands the microdrone back towards
the inner circle of the virtual fence.

Situation: Flight reaches critical speed.
Behavior: If the microdrone’s speed increases to critical speeds the operator will be informed to immediately slow down the craft. The messages get more insistent, if the speed is not reduced. The best solution to resolve the situation is to let go of the controls and have the microdrone ́s GPS Position Hold stabilize the flight. In case GPS is not present the operator has to find the right maneuvers on his own to resolve that situation as soon as possible.

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Situation: Flight reaches critical pitch or roll angle.

Behavior: Pitch or roll angles above 40° are a potential risk. As soon as the microdrone’sattitude approaches a critical angle in at least one axis the operator will be informed by spoken message. The best solution to resolve the situation is to let go of the controls and have the microdrone ́s GPS Position Hold stabilize the flight. In case GPS is not present the operator has to find the right maneuvers on his own to resolve that situation as soon as possible.

Situation: Flight under increasing wind speeds.
Behavior: The operator is notified by textual, graphic and spoken messages about the current wind speed. Critical conditions are marked as such. Especially the approachof maximal motor load, high pitch and roll angles are also reported in this situation. In case of too much wind the operator has to land the system immediately.

Situation: Flight reaches critical altitude and/or distance.
Behavior: The drones distance and altitude can always be read on the base station screen. In regular intervals also a spoken message informs about the current readouts. If one of these values reaches a critical level, the operator is immediately informed by spoken message.

Situation: Motor power reaches its limit.
Behavior: The power output of every individual motor is monitored continuously. The operator is informed by spoken message, if one or more motors approach their performance limit in case of payload overweight or critical wind speeds.

Situation: A rotor blade collides with an obstacle.
Behavior: Motor power is cut immediately. Motor control will intermittingly try to restart the motor with low power. Only if the obstacle is gone and the rotor blade turns freely full power is applied again.

Situation: Battery consumption in flight.
Behavior: During normal flight the battery voltage is constantly monitored by the base station. The state of the battery is communicated alphanumerically, graphically and through spoken messages. Readouts and messages include current batterylevel, estimated flight time remaining, “bingo” warning, which indicates the moment when the remaining battery power is just enough to comfortably and safely
return home.

Situation: The microdrone is powered up with an insufficiently charged battery.
Behavior: Always during startup and after landing the voltage of the battery is checked. If it is not sufficient for sustained flight the microdrone enters an error state, blocking (another) take-off.

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Situation: Battery is depleted below warning voltage during flight.

Behavior: The microdrone employs two battery voltage warning levels, which are by default20,6V/20,1V. As soon as the voltage falls below the first threshold, the microdrone refuses to gain more altitude. Only horizontal or descending movements are allowed. If the operator does not touch down before the voltage falls below the second threshold, the microdrone will descend on its own with a speed of 0,5 m 

### / s 

### and the operator can only influence the horizontal position or accelerate
the descent. The status is constantly announced by the Base Station in textual, graphic and spoken messages.

Situation: Unusual vibrations are detected.
Behavior: During the post-flight check of the flight recorder, acceleration sensor data is checked for unusual vibrations to detect body damage or loose screws in an early stage and prevent subsequent problems before they arise.

Situation: microdrone automatically starts to spin wild and uncontrollably
Behavior: This can indicate a faulty component within the Navigation System which can
lead to a crash.

The operator has to turn the "G" switch to PH (center position) immediately. He
has to take over manual control with movements of more than + / -5% and immediately land the system. Depending on the firmware pulling the E-Slider up toswitch of GPS completely is an alternative method. If both does not help the operator has to decide to initiate an emergency shutdown with F-Slider down and Throttle full down to initiate a controlled crash landing if the expected crash-zone
is save to do so.