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Appendix D: Safety Checklist

1. Introduction. The safety checklist is designed to help the FAA evaluate those 

hazards that are unique to UAS, OPA, or OPA/UAS in support of issuing a special 

airworthiness certificate. Some safety items only require brief responses and others may 

not be applicable to a specific program. Additional information and supporting 

documentation may be required during the evaluation process. UAS operations will be 

conducted by a certified pilot(s). Within this document the term Pilot in Command (PIC) 

refers to a certified pilot. 

Note: The applicant must identify all responses that contain information 

deemed proprietary, confidential, company-sensitive, subject to International 

Traffic in Arms Regulations (22 CFR subchapter M), or subject to any other 

classification that /would restrict or prevent the information from public or 

foreign disclosure. 

All information provided in this document is considered 

proprietary.

Blue highlight = Requirement not applicable.

Green highlight = question answered and ready for review.

2. Aircraft Segment.

a. Airframe.

(1) Structure. Describe in detail the physical characteristics of the UA. 

Include diagrams and schematics, as necessary;

The Y6-Scout is a Y configuration hexacopter, multi-rotor , radio-controlled, electric 

powered Unmanned Aircraft System. The coaxial motor configuration provides 

redundancy and stability in wind. The UAS is equipped with a multi mode auto pilot flight 

controller. The UAS flight controller can be operated in one of 3 modes; 1) Attitude 

stabilization, 2) Attitude stabilization & GPS stabilization, 3) Autonomous mode. It is 

specifically designed for remote sensing applications in the domains of precision 

Agriculture, emergency services, and aerial inspection. 

 

(2) Composition. Describe the various materials and where they are used in 

the construction of the UA. Include details of the fabrication and construction processes 

and procedures.

The fuselage and booms of the Y6 Scout are constructed from 3/4” 7073 extruded square 

aluminum tubing. 14mm diameter holes are machined in the aluminum tubing to reduce 

weight and allow access to internal wiring. 3mm thick ABS coupling plates bind the 

fuselage to the booms . 
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(3) Describe the capability of the airframe structure to withstand expected 

flight loads and provide data/analysis to show that it is flutter-free throughout the flight 

envelope. Include any loads or stress analysis that demonstrates positive structural 

margins of safety during flight.

All primary loads including ( landing gear, rear coaxial motor assembly, battery, and 

flight control system, boom mounts, and pay loads) are distributed along the length of the 

fuselage. Y6-Scout manufacturing process includes a 10 lb. static load bench test of the 

payload carrying system. The 10 lbs. static load test ensures the payload will not 

comprise the structural integrity of the aircraft. This test also ensures flutter-free 

performance throughout the flight envelope. Please note the maximum recommended 

payload for the Y6-Scout is 2 lbs. Thus, our manufacturing quality standards require the 

Y6-Scout airframe to meet standards set at 80% above normal use.

(4) Identify and describe any unique design characteristic(s) such as a hydraulic 

system, environmental control system, parachute, or brakes.

NA

(5) Measurements.

(a) Wingspan. 18.5in

(b) Fuselage length. 19.5in

(c) Body diameter. 5” 2/16 in

(6) Weight.

(a) Empty. 3.5 lbs. not including battery or payload

(b) Maximum gross takeoff weight. 8.5 lbs. including battery & and 

payload

b. UA Performance Characteristics. Describe the performance of the aircraft 

within the proposed flight envelope. Specifically, address the following items:

(1) Maximum altitude. 400ft

(2) Maximum endurance. 15 minutes

(3) Maximum range. .5 nautical miles

(4) Airspeed.

(a) Cruise. 9.7 knots

(b) Maximum. 19.4 knots

(5) Maximum rate of climb. 1181 feet per minute

(6) Maximum rate of descent. 886 feet per minute

(7) Maximum bank angle. 35 deg

(8) Turn rate limits. 200 deg/s

(9) Identify any performance limitations due to environmental and 

meteorological conditions. Specifically, address the following items:
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(a) Wind speed limitations. 20 knots

i. Headwind. 20 knots

ii. Crosswind. 20 knots

iii. Gusts.20 knots

(b) Turbulence restrictions. Y6-Scout autopilot when operated in the GPS 

attitude control or attitude control modes is designed to correct for low level 

turbulence, funneling and wind shear caused by natural and man made 

objects. As the autopilot has to work overtime to compensate, more power is 

demanded from the battery supply, the pilot in command is entrusted with 

making a determination if turbulence and severe wind conditions pose a 

threat to operations and will make a determination whether to continue or 

terminate the flight profile. 

(c) Minimum visibility conditions. 3 statue miles

(d) Outside air temperature (OAT) limits. (-10) to 50 deg C

(e) In-flight icing. NA

i. Does the proposed operating environment include operations in 

icing conditions? No

ii. Does the system have an icing detection capability? If so, what 

indications, if any, does the system provide the UA pilot, and how does the system 

respond?

iii. Describe any icing protection capability of the UA. Include any test 

data that demonstrates the performance of the icing protection system.

c. Propulsion System.

(1) Describe the propulsion system and its ability to provide reliable and sufficient power 

to takeoff, climb, and maintain flight at expected mission altitudes. Under normal 

operations the Y6-Scout's 6 motors, @50% throttle, provide operational maneuverability, 

climbing, hovering thrust. Power and performance requirements for flight testing and 

operations are within equipment operating parameters. 

(2) Fuel-powered propulsion systems.

(a) What type (make and model) of engine is used?

(b) What type and capacity of fuel is used?

(c) How is engine performance monitored? What status indicators and 

warning messages are provided to the pilot. The Y6-Scout utilizes brushless electric 

motors for its propulsion system. Battery voltage and aircraft attitude metrics, displayed 

on the ground station terminal, are used to assess motor performance. Voltage spikes 

and or rapid attitude perturbations of the aircraft are indicative of a motor performance 

issues. 

(d) Describe the most critical propulsion related failure modes and their 

impact on system operation. For the Y6-Scout loss of power of more than one 
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motor/propeller on the same boom would be the most critical propulsion related failure. 

Because each motor has a separate speed controller, the possibility of this happening is 

very remote. During research and development of the Y6-Scout, power loss to more than 

one motor at one time has never been experienced. 

(e) How does the system respond, and what safeguards are in place to 

mitigate the risk of engine power loss for each of the following?

i. Fuel starvation.

ii. Fuel contamination.

iii. Failed signal input from the control station. If Y6-Scout experiences 

lost link communication with the ground station, the UAS autopilot executes the 

return to home protocol. 

iv. Engine controller failure. The Y6-Scout autopilot system is designed 

to maintain controlled flight in the event of a single motor failure. Two separate 

test flights, on 5/3/2014 and 11/12/2014, verified a skilled Y6-Scout pilot can 

execute controlled landing with a single propulsion unit failure. 

(f) Does the engine have in-flight restart capabilities? If so, describe the 

manual and/or automatic features of this capability. If the transmitter throttle is moved 

to the 0% position, for 4 or more seconds, the Y6-Scout autopilot will execute a 

propulsion system shutdown. The transmitter must be disarmed before motors will 

respond to transmitter inputs. To disarm the transmitter execute one of the following 

four Combination Stick Commands (CSC) to start the motors; 

(3) Electric-powered propulsion systems.

(a) What type of motor is used? The Y6-Scout uses 6 x 2212/920kv brushless motors

(b) What is the power output of the motor?~.21 HP

(c) What current draw range does the motor have? 15amp - 30amp

(d) Does the system have a separate electrical source? No If not, how is UA 

power managed? The Y6-Scout has a countdown timer display on the flight control 

transmitter that is automatically reset when controller turned off and on, the standard 

operating procedure when changing batteries. When the battery is depleted to 13.8v the 

autopilot status light flashes red warning the pilot to land as soon as possible. When 

battery voltage drops below 13.8v the autopilot system will engage and land the aircraft. 

The ground station telemetry displays current battery voltage in real time. 
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d. Fuel System. Describe the fuel system and how it allows for adequate control of 

the fuel delivery to the engine, and provides for aircrew determination of fuel remaining. 

Provide a system level diagram showing the location of the system in the aircraft and the 

fuel flow path.

e. Electrical System. 

(1) Describe the electrical system and how it distributes adequate power to meet 

the requirements of the receiving systems. Provide a system level diagram showing 

electrical power distribution throughout the aircraft. Specifically, address the following 

items:

(2) How is power generated onboard the aircraft (for example, generator, 

alternator, batteries)? Electrical power for the Y6-Scout is supplied by a 14.8v lithium 

polymer battery. The lithium polymer battery is designed to take a maximum charge of 

16.8v. The endurance life of the battery is from 16.8v to 13.8v providing approximately 

15 minutes of flight time.

(3) If a limited life power source such as batteries is used, what is the useful life 

of the power source during normal and emergency conditions? How was this 

determined? The average maximum flight time of the Y6-Scout is 15 minutes. Average 

maximum time was determined via an iterative process of propulsion system 

optimization. Propulsion system optimization was achieved by testing several motor, 

propeller, and battery pack combinations. The combination that provided greatest flight 

time and in flight stability was selected. 

(4) How are electrical power status and power remaining information displayed 

to the pilot? The Y6-Scout autopilot has a 2 stage power warning system. When the 

battery is depleted to 13.8v the autopilot status light flashes red warning the pilot to land 

as soon as possible. When battery voltage drops below 13.8v the autopilot system will 

engage and land the aircraft. Battery status information is also displayed on the ground 

satiation monitors.

(5) Describe the source(s) of backup power in the event of loss of the primary 

power source. The Y6-Scout is not equipped with a backup power supply.

(a) What systems are powered during backup power operation? 

(b) Is there any automatic or manual load shedding? 

(c) How much operational time does the backup power source provide? 

Include the assumptions used to make this determination.

(6) Provide a high-level description of the electrical distribution architecture. 

Include items such as regulators, switches, buses, and converter, as necessary.

The Y6-Scout wiring harness distributes power from the DC 14.8v lithium 

polymer battery to each of the six Electronic Speed Controller,ESC. The “auxiliary(1)” 

provides power to the UAS autopilot system. 
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f. Flight Control Surfaces and Actuators.

(1) Describe the design and operation of 

the flight control surfaces and servos/actuators. Include a diagram showing the location 

of the control surfaces and servos/actuators. The Y6-Scout is a multi rotor vertical take 

off and landing aircraft. The autopilot system monitors pitch, roll, yaw and modulates 

motor RPM via Electric Speed Controllers to maintain controlled flight. 

(2) Describe any potential failure modes and corresponding mitigation. The most 

critical failure point of the Y6-Scout are the propulsion motors and propellers. In the 

event of a propulsion motor or propeller failure the aircraft will tend to yaw but will 

remain airborne. In such an event the pilot will execute an emergency landing. 

(3) How does the system respond to a servo failure? N/A

(4) What indications alert the pilot that a servo is stuck or malfunctioning? N/A

g. Payloads. Describe the payload equipment that will fly on-board the aircraft. 

Describe all payload configurations that significantly change weight and balance, 

electrical loads, or flight dynamics.

(1) Internal.N/A

(2) External. The Y6-Scout accepts external payloads mounted within the cargo 

carrying region of the aircraft, as described in the flight manual. Payloads mounted 

within the cargo mounting region ensures UAS balance and consistent flight 

characteristics. Current payload modules include; thermal imaging camera, near 

infrared camera, visual camera.

+ Leads to ESC(s)

- Leads to ESC(s)

Auxiliary(1) 
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3. Control and Communications Segment.

a. Avionics. 

Provide an overall system diagram of the avionics architecture. Include the location 

of all air data sensors, antennas, radios, and navigation equipment.

Y6-Scout Avionics

1). The onboard flight controller contains autopilot software, altimeter and interfaces 

to all avionics subsystems.

2). LED indicator provides status of the auto pilot to pilot and copilot.

3). PMU; Power management unit regulates power to the avionics and relays 

information from the GPS receiver and OSD to the auto pilot.

4). OSD; On Screen Display provides flight telemetry to the pilot and 

copilot/observer.

5). GPS; the GPS receiver provides UAS location information to the Ground station 

and autopilot system.

6). Receiver antenna; receiver antenna for the flight control transmitter.

7). Ground station antenna; provides telemetry between ground station and UAS.

b. Navigation.

(1) How does the UA determine where it is? How does it navigate to its 

intended destination? The Y6-Scout GPS receiver can track up to 13 GPS satellites to 

identify its location. When the onboard flight controller autopilot system is initialized and 

acquires 6 or more GPS satellites, its home position is stored in the autopilot firmware 

system. When utilizing the PC or IPad based flight control computer ground station a 

sequence of predefined way-points, max 15, can be uploaded prior to take off and in 

flight.
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(2) How does the pilot respond to the following directions from Air Traffic 

Control, a visual observer, or other crew member?

(a) Change of aircraft heading. If a request to change heading is part of the 

predetermined flight plan, the pilot in command will execute the request. If the request is 

not part of the predetermined flight plan the request will be considered an emergency 

maneuver. Emergency maneuvers are defined as a maneuvers NOT included in the flight 

plan. Executing maneuvers not included in the flight plan can result in unanticipated 

battery consumption. The PIC will assess the impact of the ATC request. The PIC will 

either execute the ATC request then resume the flight plan OR notify ATC that the UAS 

will terminate it flight plan and execute an emergency landing at a predetermined site. 

(b) Change of aircraft altitude. If request to change altitude is part of the 

predetermined flight plan the pilot in charge will execute the request. If the request is not 

part of the predetermined flight plan the request will be considered an emergency 

maneuver. Emergency maneuvers are defined as a maneuvers NOT included in the flight 

plan. Executing maneuvers not included in the flight plan can result in unanticipated 

battery consumption. The PIC will assess the impact of the ATC request. The PIC will 

either execute the ATC request then resume the flight plan OR notify ATC that the UAS 

will terminate its flight plan and execute an emergency landing at a predetermined 

site(s). 

(3) How does the system identify and respond to a loss of the primary means of 

navigation? Is there a backup means of navigation? How does the system respond to a 

loss of the secondary means of navigation? Primary navigation for the Y6-Scout is line 

of sight (LOS). Should the UAS fly beyond LOS the PIC and or copilot can upload new 

instructions to the UAS, via the ground station, to come back into LOS operations range. 

If the UAS fly's beyond LOS and the PIC and or copilot are unable to upload new 

instructions to the UAS the autopilot will engage and the UAS will "return to home" when 

more than 1500 feet from its take off location.

(4) Describe the procedures to test the altimeter system (refer to § 91.411). When 

the autopilot is initialized altimeter readings are compared to known elevation data.

c. UA Flight Controls.

(1) Describe how the control surfaces respond to commands from the flight 

control computer. Instructions issued to the UAS control surfaces from the ground station 

control computer provide the same results as instructions issued from the flight control 

transmitter. In either case the control surfaces respond to current modulation from the 

Electronic Speed Controllers (ESC). The ESC increase/decrease the rotational speed of 

the control surface providing pitch, roll, yaw, and thrust.

(2) Describe how the pilot provides input to the control system. Flight control 

input is provided by means of a 2.4 GHz radio transmitter which interfaces with an onboard receiver connected to the UAS autopilot. The transmitter has two control sticks, 

which control directional control via modulation of the ESC. The right hand stick 

operates the “elevator” (pitch control) and “ailerons” (roll control), and the left hand 

stick operates the throttle, “rudder” (yaw control) . The sticks are self centering, except 

for the throttle. Each stick has an associated trim control lever, which may be used to 
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adjust trim during operation. The UAS does not use a traditional elevator, ailerons, or 

rudder for control surfaces. However, the Y6-Scout flight characteristics and pilot 

operations mimic that of a fixed wing aircraft. 

(3) Flight control computer. Via the flight control computer keyboard the pilot 

can pause a running flight profile.

(a) Does the flight control computer interface with auxiliary controls that 

might cause an unintended action? The flight control computer can support an auxiliary 

transmitter. However, before the auxiliary transmitter can be activated, the pilot in 

command must physically initialize the auxiliary controller. Procedural safeguards help 

prevent auxiliary controller from being activated without the pilots knowledge. 

(b) Describe the flight control computer interfaces required to determine 

flight status and to issue appropriate commands. 

Y6-Scout ground station computer interface
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The Y6-Scout uses the DJI ground station software v4.01. The software 

presents flight telemetry superimposed on a Google earth map. All aspects of the UAS's 

functionally can be accessed from the interface including; GPS status, main battery 

status, altitude, distance from home point... The Pilot in command can modify flight

control input in real time to change the flight profile. The copilot and/or observer can 

issue commands to the UAS with the PICs permission.

d. Autopilot.

(1) How was the autopilot system developed? What industry or regulatory 

standards were used in the development process?

(2) Is the autopilot a commercial off-the-shelf (COTS) product? If so, name the 

type/manufacturer and provide the criteria that was used in selecting the system. The Y6-

Scout uses a DJI Naza-M v2 flight controller autopilot system. The DJI Naza-M provides 

excellent product support and a development process that supports the our business 

model.

(3) Describe the procedures you use to install the autopilot. How is correct 

installation verified? Reference any documents or procedures provided by the 

manufacturer and/or developed by your company. Below please find documentation on 

installing and testing the DJI flight controller autopilot system.
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(4) Does the autopilot employ input limit parameters to keep the aircraft 

within structural limits? If so, provide a table of these limits. How were these limits 

validated? 

The flight limits function is default enabled in the NAZA-M Flight control auto 

pilot system, it’s aimed to restrict the flying height and distance of the aircraft. The “Max 

Height” limiter restricts the vertical distance between the aircraft and the home point. 

The “Max Radius” limiter restricts the horizontal distance between the aircraft and the 

home point. The “Height” and “Radius” limit parameter values range from 90 feet to 

6,500 feet. For Normal Y6-Scout operations the “Max Height” is set to 400 feet and 

“Max Radius” set to .5 nautical miles.

(5) Where do the autopilot commands reside once they are input by the pilot? A 

copy of the commands reside on the ground station computer. A copy of the commands 

can be uploaded to the onboard auto pilot system for immediate execution. 

(6) What type of software-in-the-loop (SIL) and hardware-in-the-loop (HIL) 

simulations have been performed? What was the outcome of the simulations? N/A

e. Control Link. 

(1) Provide a detailed control system architecture diagram that includes 

informational or data flows and subsystem performance. Include values for data rates 

and latencies, if known. N/A

(2) Describe the control link(s) connecting the UA and the control station. 

Specifically address the following items:

(a) What spectrum will be used for the control link and how has the use of 

this spectrum been coordinated? If spectrum approval is not required, under what 

regulation is the use of the frequency authorized? Command control transmitter operates 

at 2.4 Ghz. Video and telemetry is transmitted at 5.8 Ghz. These are industrial, scientific 

and medical (ISM) radio bands. ISM bands are defined by the ITU-R in 5.138, 5.150, 

and 5.280 of the Radio Regulations. uses of the ISM bands are governed by Part 18 of 

the FCC rules. 
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(b) What type of signal processing and/or link security (that is, encryption) 

is employed? Data transmissions between the UAS and transmitter or ground station are 

not encrypted. However, during “binding” the transmitter sends a unique identification 

code, GUID, to the UAS. After the UAS is bound to the transmitter all data packets 

exchanged between transmitter and aircraft are validated using the GUID. 

(c) What is the data link margin in terms of the overall link budget at the 

maximum anticipated distance from the control station? How was it determined? Our 

flight profile analysis and field testing results suggest a normal operating range of 10m -

300m. Control station and video link rated to 2000m. Normal operations provide a 85% 

data link margin. 

(d) Is there a radio signal strength and/or health indicator or similar display 

to the pilot? How is the signal strength and health value determined and what are the 

threshold values that represent a critically degraded signal? The ground station computer 

displays the signal strength. Health of the signal strength is displayed on a 0-5 scale. A 

signal strength of 0 lasting 3 seconds or more will automatically trigger the return to 

home protocol. If signal is regained within 3 seconds the autopilot system will exit 

failsafe protocol immediately. PICs will determine if the RTH protocol is executed or to 

continue the flight profile.

(e) Does the system employ redundant and/or independent control links? If 

so, how dissimilar are they? NA

(f) For satellite links, estimate the latencies associated with using the 

satellite link for aircraft control and for air traffic control (ATC) communications. N/A

(g) What are the potential sources of radio frequency (RF) interference 

within the proposed operating area and how are they monitored, managed and/or 

mitigated? N/A 

(3) What design characteristics or procedures are in place to prevent or mitigate 

the loss of the control datalink due to the following:

(a) RF or other interference?NA

(b) Flight beyond communications range? Flight beyond communication 

range will trigger the return to home protocol.

(c) Antenna masking during turns and pitch angles? The Y6-Scout multiple 

antenna array reduce the possibility of masking.

(d) Loss of control station functionality? Loss of control station 

functionality will trigger the return to home protocol.

(e) Loss of UA functionality? Loss of UA functionality will result in flight 

termination.

(f) Atmospheric attenuation including precipitation? The Y6-Scout has been 

tested in light rain with no impact on flight characteristics.

f. Lost Link and Flight Recovery.

(1) Lost link.
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(a) How is it determined that the UA is experiencing lost link and how is this 

displayed to the pilot? In the event of lost link the UAS status LED will flash red. The 

ground station display will also display a lost link icon(s). 

(b) Describe the operational procedures in the event of a lost link. As soon as 

a lost link situation is identified the PIC will make an assessment as to terminate or 

continue the flight profile. After the UAS enters lost link mode it will continue to attempt 

to reestablish communication with the ground station. The PIC can choose to terminate 

the flight profile by allowing the UAS to execute its return to home, (RTH), protocol. 

While in lost link mode if the UAS reestablishes communication with the ground the PIC 

can chose to; allow the RTH function to terminate the flight or disengage the RTH and 

continue the flight profile. While operating in class, B, C or D airspace the PIC will make 

contact with appropriate air traffic control agencies by two way radio and continuously 

monitor appropriate frequency. In case of lost link, the PIC will immediately notify 

controlling agency of the situation. While operating in class E airspace lost link situation 

occurs, the PIC will notify appropriate ATC agency of the situation. 

( c ) Describe the sequence the UA will follow in the event control link 

is lost. Lost link sequence; 

(1) Aircraft will slow to a hover and level attitude. If signal is regained 

within 3 seconds the aircraft will continue flight path. 

(2) If signal is not regained in 3 seconds fail safe is triggered and aircraft 

execute RTH protocol. If RTH protocol is triggered aircraft will ascend to AGL of 65 

feet if current AGL is below 65 feet. if current AGL is greater than 65 feet current 

altitude will be maintained. 

(3) After aircraft AGL adjustment aircraft will follow a direct path to 

original takeoff location.

(4) Aircraft will hover over takeoff location for 10 seconds before autolanding sequence begins. The 10 second delay provides an opportunity for the PIC take 

control and manually land the aircraft if necessary.

(d) Describe how the aircraft will react during takeoff, climb, cruise, 

descent, and landing in the event of a lost link. Should a lost link occur during take off 

or landing the flight will terminate. If lost link occurs during climb, cruise, or descent 

the return to home protocol is triggered. 

(e) How is it determined that the lost link functionality of the system is 

operational? Lost link functionality is tested at every 5 hour and at annual maintenance 

interval.

(f) How does the UA navigate when in the lost link mode? The UAS 

navigates via GPS satellites when in lost link mode.

(g) What parameters are used to define the lost link or return home point? 

How is this point selected? How is this point entered? What happens when the UA 

reaches this point? When UAS is initialized the home point is record onto the flight 

controller. Home point is the designated landing and takeoff point. If in RTH mode the 

UAS will auto-land when home point is reached.
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(h) Under what conditions is a return home mode both manually and 

automatically activated? Return to home mode is a background process that’s always 

running.

(i) What do the control station displays indicate during lost link? Is it clear 

that the data is stale or invalid? When in lost link mode the ground station and flight 

video display a return to home icon.

(2) Flight recovery system (FRS). The Y6-Scout does not require a flight 

recovery system. The Y6-Scout is designed for vertical takeoff and landings and short 

field landings. the Y6-Scout does not require a runway or landing strip. By design the 

Y6-Scout is capable of takeoff and landing on most unprepared surfaces.

(a) Describe the FRS or flight recovery capability of the UA.

(b) Under what conditions is an FRS manually and automatically activated?

(c) What happens to the aircraft when the FRS is activated? For example, 

does the engine run temporarily? Does the UA glide or become unstable?

(d) How do you know that the FRS is operational?

(e) Provide a fault tree diagram, starting with the initial condition of normal 

flight that shows the conditions which will trigger the FRS.

(f) If activated, can the FRS be turned off/shut down if no longer required?

(g) If FRS fails, is there a backup or secondary FRS to ensure that no 

additional hazards are introduced to the operational area?

g. Control Station.

(1) Describe or diagram the control station configuration. Include screen 

captures of the control station displays. The ground control station is comprised of five 

primary components; 1) computer, 2) in flight video display, 3) DVR, 4)Video and data 

link receivers, 5) DC power supply. The computer runs software to track and control the 

UAS and provides flight telemetry. The in-flight video display provides a secondary 

source for flight telemetry and a first person view from the aircraft. Please see Y6-Scout 

flight manual for additional details.

(2) Does the pilot have a standardized screen set up at the initiation of each phase 

of flight? Yes

(3) How accurately can the pilot determine the attitude and position of the UA? 

The PIC has access to aircraft attitude telemetry accurate to +-1 deg and GPS position 

information accurate to 1.6 feet.

(4) What commands are safeguarded from inadvertent activation and how is 

that achieved (for example, a two step process to command “kill engine”)? 

The propulsion system requires a Combination Stick Commands, (CSC), 

before the UAS flight controller will respond to the flight control 

transmitter. The PIC must execute one of the four CSC's below;
Page 16, 04-20-2015

(5) What kind of inadvertent input could the pilot enter to cause an undesirable 

outcome (for example, accidentally hitting the “kill engine” command in flight)? The

PIC has the capabilities to terminate the flight at any time by moving the transmitter 

throttle to the 0% position resulting in a propulsion system shutdown. In the event of an 

inadvertent propulsion system shutdown the PIC must execute one of the four CSC's 

below;

(6) Are any other programs running concurrently on the ground control 

computer? No If so, what precautionary measures are used to ensure that flight-critical 

processing will not be adversely affected? N/A

(7) What are the possible conditions that would cause a ground control station 

display or interface lock-up? Computer operating system failure could cause the ground 

station to lockup. In the event of a OS lockup the UAS will execute the return to home 

protocol.

(8) Are any of the primary flight controls based on the Windows operating 

system? No

(9) What alarms or warnings does the system provide to the pilot (for example, 

low fuel or battery, failure of critical systems, departure from operational boundary)? 

The ground station display and the in-flight video stream provide status indicators for; 

battery voltage and GPS receiver signal strength. The respective icon will flash 

indicating a critical state. 

(10) Describe the means of providing primary and backup power to the ground 

control station. The Y6-Scout ground station computer is powered by an internal lithium 

ion polymer battery. The ground station has no backup power supply.

(11) What procedures are in place should the control station lose primary and 

secondary power? Should the control station lose all power the return to home protocol is 

executed.

4. Ground Support Equipment. Describe all the support equipment that is used on the 

ground. Include any launch or recovery systems, ground data terminals, generators, and 

power supplies. The ground control station which provides direct and indirect control 

of Y6-Scout. The ground Station (GCS) consists of five primary components: 1) a DC 

Power supply, 2) Laptop/Tablet computer, 3) Digital Video Recorder (DVR), 4) Inflight, (FPV), video display, 5) Omani-directional up-link and down-link antennas. UAS 

system status, and flight telemetry are displayed and recorded on the GCS computer and 

DVR. The GCS contains a primary and secondary flight control transmitters.
Page 17, 04-20-2015

5. Processes and Procedures.

a. Configuration Management.

(1) What procedures are in place to manage change configuration? Is it 

documented? Documented in “Inspection and Maintenance program Y6-Scout”

(2) Describe the procedures used for controlling drawings, test procedures, 

engineering changes, etc. Documents and test procedures are developed and managed 

using standards set by the Institute of Electrical and Electronics Engineers, IEEE 829-

2008.

(3) Describe the quality assurance system, methods and procedures used, and 

structure within the organization. The "Quality Assurance Project Plan", QAPP, created 

by the Environmental Protection Agency was adopted to formalize our QA process. The 

QAPP is based on EPA Requirements for Quality Assurance Project Plans (EPA QA/R‐

5), EPA/240/B‐ 01/003. 

b. Software Management.

(1) Describe what software functions were developed by the applicant or the 

applicant’s suppliers, and what functions are implemented by COTS software. All 

software functions related to flight control and autopilot are provided by DJI inc.

(2) What software development process(s) have been used in the development of 

software components for the aircraft and the ground control station, and what software 

life cycle data is available for review?

(3) How will updates to system software (including COTS software) be 

implemented? During scheduled and unscheduled maintenance software currency will be 

verified. As part of maintenance the flight controller will interface with DJI website to 

verify software version.

(4) Describe how the software requirements are validated and how the software 

is verified.

(5) For aspects of software development that are allocated to suppliers, describe 

the process of supplier oversight.

(6) How is software load control implemented for the system to ensure that the 

correct software components are loaded onto the system?

(7) What software quality assurance processes are used in the development of the 

system software? How are suppliers a part of the process? 

(8) Is there a system for reporting and tracking problems? How are suppliers 

integrated into the problem reporting system? Information collected from the flight log 

are reviewed in conjunction with software notices from the autopilot manufacturer as 

part of the maintenance and inspection program. If issues are discovered corrections are 

made to the UAS, documentation is updated to reflect changes, and if necessary the 

software vendor is contacted.
Page 18, 04-20-2015

(9) What procedures are in place to manage configuration changes? How are 

they documented? No configuration changes are intended for this version of the Y6-Scout 

UAS.

(10) What programming language(s) are used? 

(11) What requirements standards, design standards, and coding standards are 

used in the software development process? What ensures that the standards are 

followed?

c. Electronic Hardware Design and Testing.

(1) Describe the standards and processes used to design, test, and modify 

electronic hardware system elements such as line replaceable units, circuit board 

assemblies, and COTS components. CTOS components are tested and compared to the 

manufacturer's specifications before use.

(2) How are safety critical hardware components considered in the design, test, 

and modification processes described above relative to non-safety critical hardware 

components? All components are considered critical. Each component of the autopilot 

flight control and propulsion system is verified against the manufacturer's specifications. 

Parts not meeting manufacture specifications are returned to vendor for replacement.

6. Operations.

a. National Airspace System (NAS) Integration and Interaction.

(1) Surveillance and aircraft visibility.

(a) Is the UA equipped with TSO approved Mode-C or Mode-S transponder? 

No If yes, under what TSO and Class of equipment was the transponder approved? N/A

(b) Is the UA equipped with a non-TSO Mode-C or Mode-S transponder? If 

yes, describe the method used to determine that the transponder meets the performance 

and environment requirements of any class of TSO-C74d (Mode C) or TSO-C112 (Mode 

S). Highlight any TSO deviations or non-TSO functions. N/A

(c) What functions and/or settings of the transponder can be changed by the 

pilot?N/A

(d) Describe the transponder test procedures (reference § 91.413). N/A

(e) Does the UA have a high-visibility paint scheme that enables other pilots 

to see and avoid the UA and enables the observer(s) to visually acquire and track the 

UA?Yes 

(f) What characteristics of the aircraft shape or structure increase its ability 

to be seen and tracked? Shiny aluminum frame and flashing bright red LED (anticollision light) on the aft boom to help the pilot identify the orientation of the aircraft.

(g) Does the UA have anti-collision lights? Does the UA have position 

lights? What are the procedures if the lights are inoperative? The Y6-Scout is equipped 

with position lights on the port and starboard booms and aft fuselage. A highly visible 

red anti-collision light is positioned in the aft fuselage. If either position or anti-collision 

lights fail the PIC will make a determination whether the operation can be safely 
Page 19, 04-20-2015

continued or a termination of the flight profile is appropriate. If the PIC feels it is 

necessary emergency protocols will be implemented to retrieve the aircraft.

(h) For OPA, does the cockpit have instrument and cockpit lighting? N/A

(2) Air traffic control and crewmember communications.

(a) How does the pilot communicate with ATC? When operating within 

Class B, C, D or Class E surface area the Y6-Scout Pilot will notify air traffic control by 

cell phone or when requested by radio on the air traffic control frequency. 

(b) How does the pilot communicate with other users of the airspace? The 

Y6-Scout Pilot will use a radio transceiver operating on the appropriate common traffic 

advisory frequency as operations require. 

(c) Describe the communications equipment (that is, radios), including any 

equipment on the aircraft. Mobile telephones and hand held radio transceivers 

programmed to operate on VHF ATC frequencies. 

(d) Is there an intercommunication system that allows for communication 

between the pilot(s), ground support personnel, crew members, and observers? Two way 

FM radio communication through a headset boom mic with a voice operated switch 

(VOX/hot mic) will be used to communicate between pilot, ground support personnel, 

crew members and observers. As an alternative mobile telephones using a conference 

call function can be used in place of FM radios. 

(e) What procedures have been established in the event of intercom failure?

If intercom failure occurs the PIC will first attempt make face to face contact with all 

operators, troubleshoot the communication problem and then make a determination 

whether the operation can be safely continued or a termination of the flight profile is 

appropriate. If the PIC feels it is necessary emergency protocols will be implemented to 

retrieve the aircraft.

(3) Sense and avoid.

(a) Describe the method(s) in place for sense and avoid, and if applicable, 

identify the members of the flight crew that hold this responsibility. N/A

(b) What are the minimum traffic detection capabilities in azimuth and 

elevation? N/A

(c) Describe the procedures that will be implemented should an aircraft enter 

the operating area. N/A

(4) Chase aircraft operations.

(a) Describe the roles and responsibilities of the chase aircraft crew. N/A

Note: Chase aircraft pilots must not concurrently perform either 

observer or UA pilot duties while operating the chase aircraft.

i. Pilot.

ii. Observers.
Page 20, 04-20-2015

(b) Describe any special training that the chase aircraft crew will receive.

N/A

b. Flight Phases.

(1) Preflight/taxi operations.

(a) Describe the entire flight planning process, including how weather 

briefings and updates are obtained. The Y6-Scout flight planning process begins with 

operations lead or pilot in command to determine the flight profile which might include 

the following: 1) A potential customer requesting a flight demonstration 2) Maintenance 

check flight, 3) payload test/training flight. In all cases the following critical points are 

captured and assessed on form “DFH_FlightPlan_v1” as part of the flight planning 

process; *

1. Description and assessment of flight, purpose, and objectives

2. Description and assessment of proposed flight area and assessment of 

potential hazards.

3. Pre-deployment, UAS and Ground Station, equipment inspection.

4. Checking weather forecast 5 days prior to flight day to assess potential 

weather hazards on the day of the flight.

5. Crew briefing prior to leaving for flight location on day of flight.

6. A final crew update briefing on weather conditions and other factors on 

flight day at location.

*A go/no go decision can be made at any point during this process.

(b) Describe your coordination procedures with ATC before takeoff by 

addressing at a minimum:

i. Issuing NOTAMS. When Y6-Scout operations require a NOTAM to 

be filed by the Operation lead or Pilot in Command will contact the USNOF by telephone 

or use the Lockheed Martin flight service E-NOTAM system. The PIC will confirm the 

NOTAM has been posted prior to starting flight operations.

ii. Filing the flight plan. When flight operations require a flight plan to 

be filed, the PIC will contact Lockheed Martin flight service via telephone or file a flight 

through DUAT/DUATs. 

iii. Transponder codes. N/A

(c) Describe UAS preflight activities and the system and support equipment 

required by addressing at a minimum:

i. The process by which the system is prepared for flight.

ii. The systems required to prepare the system for flight.

iii. What critical process points are established, such as system 

configuration files needed to establish flight controls calibration? Please see chapter 6 of 

the Y6-Scout flight manual.
Page 21, 04-20-2015

(d) Describe how mapping updates are performed on the control station. 

During flight planning a map of the proposed test area is downloaded to the ground 

station computer. A simulated flight test ensures the updated map is functioning correctly

(e) Describe the flightline/operations safety program, if any. N/A

(f) How do you ensure the area is clear for taxi? N/A

(g) Describe the procedures to ensure the engine isn’t started in a manner 

that could cause injury to ground personnel. The Y6-Scout flight control transmitter must 

be disarmed before the UAS flight controls will respond to commands. The flight 

controller disarm feature is activated by Combination Stick Commands, (CSC), by 

moving the left flight control stick and the right flight control stick to the 4 o'clock and 7 

o'clock positions respectively at the same time. As a safety precaution prior to engine 

motor engagement/turning propellers, the PIC ensures the prop areas are clear visually 

and announces "clear" verbally.

(2) Take off/launch. Provide a description of system equipment required for this 

operation. Identify unique system performance and procedures. The Y6-Scout is a VTOL 

aircraft and does not require special equipment for takeoff and landing.

(3) Flight. 

(a) Identify the components of the system, including support equipment that 

is required for the UA to conduct safe flight operations. Information presented in 

response to this item shall address at a minimum: See Y6-Scout user manual

i. The process by which the system is operated during flight.

ii. The systems required to operate the system during flight.

iii. Critical process points that are established.

(b) Describe the method for switching between pilot-controlled (manual) and 

autonomous flight modes. At what points during the flight will this happen? The PIC 

can switch the UAS between manual mode and autonomous by moving the flight mode 

switch on the flight control transmitter. The PIC, if flight plan dictates, will switch the 

UAS into autonomous mode after lift-off and back to manual before landing. 

(c) What indication does the pilot have that they are in control of the 

aircraft? The following indicators are active when the PIC has placed the UAS in 

manual mode; 1) UAS status LED flashes green/yellow, 2) icon on ground station 

indicates pilot in control, 3) icon on in-flight video display indicates pilot in control. 

Copilot/observer confirms pilot is in control.

(d) For OPA, describe how the remote control equipment will be engaged 

and disengaged during ground and flight operations. N/A

(e) How are changes made to the flight plan during flight? For normal 

operations flight plans are not changed during flight. If a flight plan requires changes 

emergency protocols will be implemented to retrieve the aircraft. The UAS will then be 

redeployed after updated flight plan information is provided to Lockheed Martin flight 

service. 
Page 22, 04-20-2015

(f) Describe the procedures in the event of lost communication with ATC 

(if applicable). If telephone or radio communication failure with ATC occurs the 

PIC/crew member(s) will first troubleshoot the communication problem and make an 

attempt to contact ATC through alternate means. If ATC communication cannot be reestablished the PIC will make a determination whether the operation can be safely 

continued or a termination of the flight profile is appropriate. If the PIC feels it is 

necessary emergency protocols will be implemented to retrieve the aircraft.

(4) Landing/recovery. Provide a description of system equipment required for 

this operation. Identify unique system performance and procedures. N/A

(5) Post flight.

(a) This subsection intends to identify the parts of the system, including 

support equipment required for the UAS to conduct safe operations. Information 

presented in response to this item shall address at a minimum:

i. The process by which the system is operated post-flight.

ii. The systems required to operate the system post-flight.

iii. Critical process points that are established.

(b) Describe the process for a post-flight inspection. Post flight inspection 

intends to identify UAS components that exhibit excessive or abnormal ware. The 

critical post flight inspection points include; checking propellers for damage and 

checking motors for abnormal ware. 

(c) Describe the process for incident/accident reporting. Should an 

incident/accident occur details of the events and initial description of damage, if any, are 

recorded in the flight log. 

c. Operating Areas.

(1) How do you ensure that there is no unusual ground activity under the flight 

operations area? For example, are there any weekend events scheduled? Are there 

housing areas or public gathering places? Test flight take place on private property in a 

remote area. Access to the test site(s) is limited to authorized personnel.

(2) Identify any military or civilian routes through the proposed operational area. 

N/A

(3) Identify the proposed operating area on an aeronautical chart. The 

proposed area needs to define lateral boundaries and requested altitudes.

The proposed operating area for the Y6-Scout test flights is identified as follows:

The proposed operating area for the Y6-Scout is circular area with a radius of .5 nautical 

miles extending from 37° 42' 30.9996'' N,120° 27' 36.7236'' W. While test flights will be 

restricted to this base Of operations.
Page 23, 04-20-2015

d. Flight Envelope and Test Plans.

(1) Describe the conditions under which flight envelopes will be tested. How 

close will operations be to any populated areas and major highways? Flight test will be 

conducted under conditions consistent with Line Of Sight, (LOS), operations. All flights 

will take place in areas of low/no population density.

(2) Describe how you plan to meet test objectives under the proposed flight 

envelope and operating area. Include test plans, if possible. Success of test objectives are 

determined by test success acceptance criteria. Each flight plan contain criteria for a 

successful flight given specified objectives.

e. Operating History. Describe the operational history of the UAS. Include details 

of the following items:

(1) Total number of flights and flight hours on the UA. Y6-Scout has 30 

successful flights totaling 5 hours. 

(2) Any system failures, incidents, accidents, or emergencies, and the resultant 

system modifications or corrective actions. No system failures to date.

f. Manuals.

(1) Is there an operating manual for the aircraft? Yes

(2) Does the manual have a section with all of the aircraft limitations in one 

location? Chapter 6 of the Y6-Scout flight manual contains aircraft limitations.

(3) Does the operating manual have bolded or underlined procedures for 

emergencies for memory item steps? Chapter 7 of the Y6-Scout flight manual contains 

bold items to assist pilot in memorizing emergency procedures..

(4) Is there an operational checklist for all phases of the operation? Yes
Page 24, 04-20-2015

(5) Are there separate checklist items for normal, abnormal, or emergency 

procedures? Yes

7. Organizational Considerations.

a. Pilot/Crew Qualifications/Training Reference: 14 CFR part 61 - Certification: 

pilots, flight instructors, and ground instructors; part 63 - Certification: flight 

crewmembers other than pilots; part 65 - Certification: airmen other than flight 

crewmembers.

(1) Crew. Is there a crew resource management training program? Yes, The 

DFH CRM program is incorporated in the initial and recurrent pilot/observer trainingThe Crew Resource Management training program educates crew members in the 

effective use of all available resources for flight crew personnel to assure a safe and 

efficient operation, reducing error, avoiding stress and increasing efficiency.

(2) Pilot.

(a) Do the pilots have a current pilot certificate? If so, what type of pilot 

certificate? Pilots will have a commercial airplane certificate

(b) Do the pilots have a current medical certificate? If so, what class of 

medical certificate? Yes, second class

(c) Describe in detail and reference any procedures that show that the pilots 

are properly trained. All pilots and copilots/observes must successfully complete an 

internal training program. All pilots and copilots/observes must successfully complete 6 

hours of simulator training and demonstrates competency in executing critical 

maneuvers. All pilots and copilots/observes must successfully complete 6 hour of solo 

flight time and demonstrate competency in all aspects of flight operations. Please see 

Pilot training manual for more details.

(d) Is there an established formal training curriculum for all pilots including 

PIC, supplemental, or chase pilots(s)? There is a formal training curriculum for pilots 

and observers.

(e) Is the pilot type rated for the aircraft being flown? Yes, small unmanned 

aircraft.

(3) Observer.

 (a) Do the observers have a current pilot certificate? If so, what type of 

pilot certificate? Observer does not have a FAA issued pilots license however, Pilots and 

observers receive the same UAS pilot training.

(b) Do the observers have a current medical certificate? If so, what class of 

medical certificate? Observer will have a current second class medical certificate.

(c) Does the observer understand the applicable aviation regulations such as 

see and avoid, clear of clouds, and right of way rules? Yes, subject matter will be 

included during training. 
Page 25, 04-20-2015

(d) Is the observer a current pilot or have a training curriculum? Is there an 

established formal training curriculum for all observers? If so, please provide it during 

the site visit. Observers/copilots receive the same training as pilots.

(e) Describe, in detail, how the observer is properly trained to be an effective 

member of the flight team. Observer and pilot receive same comprehensive training.

(f) Does the observer understand—

i. Proper communications and phraseology? Yes

ii. Proper visual scan techniques? Yes

iii. Standard flight operations at non-towered airports? Yes

iv. Containment areas and how to determine whether the UA is 

operating within that area? Yes

b. Maintenance.

(1) Provide an inspection and maintenance program. See Inspection and 

Maintenance Programs Y6-Scout document.

(2) Provide information on unique system maintenance activities, such as 

maintenance of a pneumatic launcher system. See Inspection and Maintenance Programs 

Y6-Scout document.

End of Safety Checklist