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Drone/UAS Practice Group 35 E Wacker Drive

Suite 1875

Chicago, IL 60601

Tel. 312.201.8310

 Jeffrey@Antonelli-Law.com

U.S. Department of Transportation October 2, 2015

Docket Management System

1200 New Jersey Ave S.E. 

Washington, D.C. 20590

Re: Request for Exemption under Section 333 of the FAA Modernization and Reform Act of 

2012 and Part 11 of the Federal Aviation Regulations from Certain Provisions of 14 C.F.R.

Tower Inspection, Inc.

Dear Sir or Madam:

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the Reform 

Act) and 14 C.F.R. Part 11, Antonelli Law files this petition for exemption on behalf of Tower 

Inspection, Inc. (“Tower Inspection”) an operator of Small Unmanned Aircraft Systems (“UAs”) 

for the commercial purpose of inspecting towers, antennas, and transmission lines. Specifically, 

petitioner seeks an exemption from the Federal Aviation Regulations (“FARs”) listed in Appendix

A to allow commercial operation of its UA, so long as such operations are conducted within and 

under the conditions outlined herein or as may be established by the FAA in a grant of this petition. 

This request is substantially similar to other data collection petitions previously approved, and 

should be considered under the expedited summary grant procedure.

Approval of the exemption for petitioner will allow operation of the CyberQuad Maxi for 

the proposed uses in Class G airspace nationwide, or as otherwise prescribed by an Air Traffic 

Organization (ATO) issued COA. The CyberQuad Maxi has been previously approved for

commercial use in Exemption Nos. 12068 and 12646. The UA covered by this petition is a small 

battery-powered craft, weighing no greater than 17.6 lbs. (8 kg), inclusive of battery and payload. 

Operation of the UA under the strict conditions proposed below will provide an equivalent level 

of safety, as Congress intended, while still allowing commercial operations. Operations using this 

UA is far safer than conventional operations conducted with helicopters and fixed-wing aircraft 

that weigh thousands of pounds, carry highly flammable fuel, and operate in close proximity to 

the ground, trees, infrastructure, and people. 

Congress directed the FAA to consider seven factors in deciding whether to approve

Section 333 exemption petitions - size, weight, speed, operational capability, proximity to airports, 

proximity to populated areas, and operation within visual line of sight. In this case, each factor 

supports the exemption request. In particular, the UA is small, and will operate at slow speeds and 

close to the ground. It will be able to more safely and efficiently conduct operations that would 

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Table of Contents

I. Publishable Summary............................................................................................................ 5

II. Petitioner’s Contact Information ........................................................................................... 5

III. Proposed Operations.............................................................................................................. 6

A. The UA........................................................................................................................... 6

B. The Crew ........................................................................................................................ 6

C. Flight Conditions............................................................................................................ 7

D. Flight Operations............................................................................................................ 7

IV. Aircraft and Equivalent Level of Safety................................................................................ 8

VI. Proposed Conditions of the Exemption................................................................................. 8

VI. Privacy................................................................................................................................. 11

VII. Public Interest and Safety...................................................................................................... 11

VIII. Regulations from Which Exemption is Requested .............................................................. 13

Appendix A: FARs as to which Tower Inspection wishes the same determination to be made 

as has been made previously. ................................................................................................ 13
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Exhibit List

Exhibit 1: CyberQuad Maxi Flight Manual...........................Submitted Confidentially to the FAA

Exhibit 2: CyberQuad Training Syllabus...............................Submitted Confidentially to the FAA

Exhibit 3: Tower Inspection Inc. Standard Operating Procedures ...................................................

................................................................................................Submitted Confidentially to the FAA

Exhibit 4: CyberQuad Maxi Features........................................................................................... 15

Exhibit 4: CyberQuad Maxi Specifications.................................................................................. 18

Exhibit 5: MikroKopter User Manual........................................................................................... 20

Exhibits 1-3 have been submitted to the FAA confidentially and are not available to the 

public.
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I. Publishable Summary

Pursuant to 14 C.F.R. §11, the following summary is provided for publication in the 

Federal Register, should it be determined that publication is needed:

Petitioner seeks an exemption from the following rules: 

14 C.F.R 21(h); 14 C.F.R. 43.7; 14 C.F.R. 43.11; 14 C.F.R. 45.11; 14 C.F.R. 45.27; 14 C.F.R. 

45.29; 14 C.F.R. 91.7(a); 14 C.F.R. 91.9(b)(2); 14 C.F.R. 91.9(c); 14 C.F.R. 91.103(b)(2); 14 

C.F.R. 91.105; 14 C.F.R. 91.109; 14 C.F.R. 91.113(b); 14 C.F.R. 91.119 (c); 14 C.F.R. 91.121; 14 

C.F.R. 91.151(a); 14 C.F.R. 91.203(a) and (b); 14 C.F.R. 215; 14 C.F.R. 91.403; 14 C.F.R. 

91.405(a); 14 C.F.R. 91.407(a)(1); 14 C.F.R. 409(a)(1) and (2); and 14 C.F.R. 91.417(a) and (b) 

to operate commercially small unmanned aircraft systems (UAs) (17.6 lbs. or fewer).

Approval of the exemption requested by petitioner will allow commercial operation of the 

CyberQuad Maxi for the purpose of inspecting towers, antennas, and transmission lines in Class 

G airspace nationwide, unless otherwise prescribed by an ATO-issued COA. The requested 

exemption should be granted because operation of a small UA weighing no greater than 17.6 lbs. 

(8 kg), inclusive of battery and payload, conducted in the strict conditions outlined below, will 

provide an equivalent level of safety, while still allowing commercial operations. The lightweight 

aircraft covered by the exemption are far safer than conventional operations conducted with 

helicopters and fixed-wing aircraft weighing thousands of pounds and carrying highly flammable 

fuel, and operating in close proximity to the ground and people. The seven factors Congress 

directed the FAA to consider when approving Section 333 exemption petitions - size, weight, 

speed, operational capability, proximity to airports, proximity to populated areas, and operation 

within visual line of sight – each support the request. In particular, the aircraft are small, and will 

operate at slow speeds, and close to the ground. The substantial increase of safety and decrease of 

risk to human life, coupled with the low risk use of UAs to conduct these operations, weigh heavily 

in favor of granting the exemption.

II. Petitioner’s Contact Information

Gary Lehman 

President

Tower Inspection, Inc. 

P.O. Box 709

Muskogee, OK 74402 

Counsel for Petitioner:

Jeffrey J. Antonelli

Antonelli Law

35 E Wacker Drive, Suite 1875

Chicago, IL 60601

Tel: 312-201-8310

Email: jeffrey@antonelli-law.com
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III. Proposed Operations

A. The UA

The requested exemption will permit petitioner to operate the CyberQuad Maxi. The 

CyberQuad Maxi has been previously approved for commercial operation in Exemption No. 12068

and 12646. Various other UAs have been previously approved for the requested types of

commercial operations in, among others, the exemption grants identified in Section VII below.

This petition and Exhibits 1-5 are hereinafter referred to as the “operating documents.” The 

specific conditions of the proposed exemption that relate to the characteristics of the UA are 

numbers 1, 5, and 16-20 in Section V below. Each has been adopted or imposed by the FAA in 

numerous previous grants of Section 333 exemption petitions.

The CyberQuad Maxi hasthe ability to hover and move in the vertical and horizontal planes 

simultaneously. The UA will have the following specifications or equivalent:

Airframe CyberQuad Maxi

Control System MikroKopter-based control system, which includes the 

navigation system and GPS unit.

Maximum Operating Speed 32.4 knots

Maximum Flight Time 25 minutes

Maximum Weight 17.6 lbs. (8 kg).

Transmitter CyberQuad Controller

Receiver Graupner/SJ HoTT (12 channel)

Motor Four custom designed CyberTechnology motors

Propellers 10” x 4 propellers

Data Link Internal to the Graupner HoTT 2.4 GHz receiver system

Video Link 5.8 GHz

Batteries 4.5 Ah 4S Lithium Polymer batteries

Telemetric Display Telemetric data is displayed on the CyberQuad controller.

Automatic Return to Home If Tx signal is lost, the UA will travel to the predesignated home 

spot, then land automatically.

B. The Crew

The crew will consist of a pilot in command (PIC) and a visual observer (VO). The PIC 

and VO will have been trained in operation of UAs generally and received up-to-date information 

on the UA to be operated pursuant to this grant. The PIC will have, at a minimum, a sport pilot 

license and either a third class medical certificate or a U.S. driver’s license.

The specific conditions of the proposed exemption that relate to the training and 

characteristics of the crew are numbers 3 and 6-9 in Section V below. Each has been adopted or 

imposed by the FAA in numerous previous grants of Section 333 exemption petitions.

For more information regarding the flight crew and training, please refer to Exhibit 2: 

CyberQuad Training Syllabus.
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C. Flight Conditions

The UA will be used for inspecting towers, antennas, and transmission lines in Class G 

airspace (unless otherwise prescribed by an ATO-issued COA) and under controlled conditions 

over restricted property. Petitioner will work with the local FSDO when planning operations. 

Petitioner will only operate the UA in visual meteorological conditions (VMC). The UA will at all 

times be no less than 500 feet below and no less than 2,000 feet horizontally from a cloud, and 

petitioner will not conduct operations unless visibility is at least 3 statute miles from the PIC. The

flight crew will always make a safety assessment of the risk of every operation, and will only 

operate when it is determined that no hazards are present.

Petitioner requests to operate at heights up to 810 feet above ground level (AGL) in order 

to conduct inspections because many items that petition intends to inspect are taller than the 

standard 400 ft. AGL limitation the FAA has previously permitted. These locations are marked on 

sectional maps, so pilots of manned aircraft will not be entering the area. Additionally, petitioner 

will call to request a NOTAM between 72 and 24 hours in advance of each operation. Petitioner 

will provide the FAA with specific site locations, including latitude and longitude, when operating 

at altitudes higher than 400 ft. AGL.

The specific conditions of the proposed exemption that relate to the flight conditions in 

which the UA will be operated are numbers 2, 4, 16, and 28-29 in Section V below. Each has been 

adopted or imposed by the FAA in numerous previous grants of Section 333 exemption petitions.

For more information concerning flight conditions, please refer to 

Exhibit 1, Subsection 4.6: Weather and Environment; and

Exhibit 3: Weather & Environment.

D. Flight Operations

The purpose of the UA flights for which exemption is requested will be for inspecting 

towers, antennas, and transmission lines. Every UA flight will use at minimum a two person flight 

crew: a PIC and a VO. 

The specific conditions of the proposed exemption that relate to flight operations are

numbers 11-12, 17-25, and 32-34 in Section V below. Each has been accepted or imposed by the 

FAA in numerous previous grants of Section 333 exemption petitions.

For more information concerning flight operations, please refer to the following Exhibits: 

Exhibit 1: CyberQuad Maxi Flight Manual:

Section 8: Pre-Flight Procedure.

Section 9: Post-Flight Procedures.

Exhibit 3: Standard Operating Procedures

Dailey Inspection

Pre-Flight Procedure

Pre-Flight Procedures

Post-Mission Inspection
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IV. Aircraft and Equivalent Level of Safety

Petitioner proposes that the exemption apply to UAs that have the characteristics and that 

operate with the limitations proposed herein. These limitations provide for a level of safety at least 

equivalent to or higher than manned aircraft operations under the current regulatory structure. 

Section V below identifies the limitations and conditions to which petitioner agrees to be bound 

when conducting commercial operations under a grant of this petition. Appendix A contains a 

matrix connecting (i) the specific proposed condition with (ii) the FAR provision for which it 

provides an equivalent level of safety and (iii) one or more recent Section 333 exemption grants 

in which the FAA recognized this equivalent level of safety.

Approval of the commercial operations outlined in this petition presents no national security 

issue. The PIC will possess, at minimum, a sport pilot’s certificate, so he or she will have been 

subject to security screenings by the Department of Homeland Security.

V. Proposed Conditions of the Exemption

1. The UA, including battery and technical payload, will weigh no more than approximately 17.6 

lbs. (8 kg).

2. UA operations under this exemption will be limited to conducting operations for the purpose 

of inspecting towers, antennas, and transmission lines in Class G airspace nationwide, unless 

otherwise prescribed by an ATO issued COA.

3. Flights will be operated within line of sight of a PIC and VO.

4. Flights will be operated at an altitude of no more than 810 feet AGL, as indicated by the 

procedures specified in the operating documents. All altitudes reported to ATC must be in feet 

AGL.

5. The UA will not be flown at an indicated airspeed exceeding 32.4 knots. 

6. Minimum flight crew for each operation will consist of the UA PIC and a VO.

7. The PIC will possess at a minimum a sport pilot license and either a third class medical 

certificate or a U.S. driver’s license.

8. The petitioner will not permit any PIC to operate the UA unless the PIC meets its qualification 

criteria and demonstrates the ability to safely operate the UA in a manner consistent with how 

the UA will be operated under this exemption, including evasive and emergency maneuvers 

and maintaining appropriate distances from persons, vessels, vehicles and structures. PIC 

qualification flight hours and currency will be logged in a manner consistent with 14 CFR 

§61.51(b). A record of the PIC training will be documented and made available upon request 

by the Administrator. Training operations will only be conducted during dedicated training 

sessions. During training, proficiency, and experience-building flights, all persons not essential 

for flight operations will be considered nonparticipants, and the PIC will operate the UA with 

appropriate distance from nonparticipants in accordance with 14 CFR § 91.119. 

9. The VO will not perform any other duties beyond assisting the PIC with seeing and avoiding 
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other air traffic and other ground based obstacles/obstructions, and will not be permitted to 

operate the camera or other instruments.

10. The PIC will be designated before the flight and will not be allowed to transfer his or her 

designation for the duration of the flight. The PIC will ensure that the VO can perform the 

functions prescribed in these conditions and the operating documents.

11. A briefing will be conducted in regard to the planned UA operations prior to each day’s 

activities. It will be mandatory that all personnel who will be performing duties in connection 

with the operations be present for this briefing. 

12. Prior to each flight, the PIC will inspect the UA, including the Ground Control Station, to 

ensure it is in a condition for safe flight. If the inspection reveals a condition that affects the 

safe operation of the UA, the PIC will not operate the UA until the necessary maintenance has 

been performed and the UA is found to be in a condition for safe flight. All maintenance and 

alterations will be properly documented in the aircraft records.

13. Petitioner will conduct a functional flight test on any UA that has undergone maintenance or 

alterations that affect the UA operation or flight characteristics, e.g. replacement of a flight 

critical component. The PIC who conducts the functional test flight will make an entry in the 

aircraft records. 

14. The petitioner will carry out its maintenance, inspections, and record keeping requirements, in 

accordance with the UA manufacturer’s aircraft/component, maintenance, overhaul, 

replacement, inspection, and life limit requirements set forth in the operating documents. 

Maintenance, inspection, alterations, and status of replacement/overhaul component parts will 

be noted in the aircraft records, including total time in service, description of work 

accomplished, and the signature of the authorized person returning the UA to service. The 

authorized person will make an entry in the aircraft record of the corrective action taken against 

discrepancies discovered between inspections.

15. The UA will be operated within visual line of sight (VLOS) of the PIC and VO at all times. 

This requires the PIC to be able to use human vision unaided by any device other than 

corrective lenses. PIC and VO will at all times be able to communicate verbally. They will not 

be permitted to use electronic messaging or texting to communicate during flight operations. 

16. The PIC will not begin a flight unless (considering wind and forecast weather conditions) there 

is enough power to fly at normal cruising speed to the intended landing point and prepare to 

land with at least 25% battery power remaining.

17. Actual total flight time for each operational flight will result in no less than a 25% battery 

reserve.

18. The UA will have the capability to abort a flight in case of unexpected obstacles or 

emergencies. 

19. The UA will be programmed so that if it loses communications or loses its GPS signal, it will 

return to a pre-determined location within the planned operating area and land or be recovered 

in accordance with the operating documents
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20. If the UA and the radio control link disconnect during flight, the system’s failsafe protection 

will be triggered and the multirotor will return to home and land automatically, rather than 

flying off uncontrollably or landing at an unknown location. 

21. The operating documents required under 14 CFR §§ 91.9 and 91.203 will be maintained and 

available to the PIC at the Ground Control Station of the UA any time the UA is operating. 

These documents will be made available to the Administrator or any law enforcement official 

upon request. If a discrepancy exists between the conditions and limitations in the exemption 

grant and the procedures outlined in the operating documents, the grant conditions and 

limitations will take precedence and will be followed. Otherwise, the petitioner will follow the 

procedures outlined in its operating documents. If it updates or revises its operating documents, 

it will present updated and revised documents to the Administrator upon request. If the 

petitioner determines that any update or revision would affect the basis upon which the FAA 

granted the exemption, then the Petitioner will petition for an amendment to the grant of 

exemption. 

22. Petitioner will obtain written and/or oral permission from the landowners/authorized agents of 

the landowners over which flights will be conducted.

23. Petitioner will obtain all required permissions and permits from territorial, state, county or city 

jurisdictions, including local law enforcement, fire, or other appropriate governmental 

agencies. 

24. UA operations will not be conducted during night, as defined in 14 CFR § 1.1. All operations 

will be conducted under visual meteorological conditions (VMC). Flights will not be 

conducted under special visual flight rules (SVFR). 

25. The petitioner will obtain an Air Traffic Organization (ATO) issued Certificate of Waiver or 

Authorization (COA) prior to conducting any operations under the grant of exemption. 

Petitioner will request a Notice to Airman (NOTAM) not more than 72 hours in advance, but 

not less than 24 hours prior to the operation. All operations will be conducted in accordance 

with airspace requirements in the ATO issued COA, including class of airspace, altitude level 

and potential transponder requirements. 

26. The UA will not be operated within 5 nautical miles of an airport reference point as denoted 

on a current FAA-published aeronautical chart unless a letter of agreement with that airport’s 

management has been obtained, and the operation is conducted in accordance with a NOTAM 

as required by the operator’s COA. Any letter of agreement with the airport management will 

be made available to the Administrator upon request. 

27. The UA will not be operated less than 500 feet below, or less than 2,000 feet horizontally from, 

a cloud or when visibility is less than 3 statute miles from the PIC. 

28. All operations shall be conducted in Class G airspace or as otherwise prescribed in an ATO 

issued COA. 

29. All aircraft operated in accordance with this exemption will be identified by serial number, 

registered in accordance with 14 CFR part 47, and have identification (N-Number) markings 
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in accordance with 14 CFR part 45, Subpart C. Markings will be as large as practicable. 

30. Before conducting operations, petitioner will ensure that the radio frequency spectrum used 

for operation and control of the UA complies with the Federal Communications Commission 

(FCC) or other appropriate government oversight agency requirements. 

31. The UA will remain clear and yield the right of way to all manned aviation operations and 

activities at all times. 

32. The UA will not be operated by the PIC from any moving device or vehicle. 

33. Petitioner will conduct all flight operations at least 500 feet from all nonparticipating persons, 

vessels, vehicles, and structures unless one of the following three conditions is met:

a. Barriers or structures are present that sufficiently protect nonparticipating persons from the 

UA and/or debris in the event of an accident. The petitioner will ensure that 

nonparticipating persons remain under such protection. If a situation arises where 

nonparticipating persons leave such protection and are within 500 feet of the UA, the PIC 

will ensure that flight operations cease immediately.

b. The aircraft is operated near vessels, vehicles or structures where the owner/controller of 

such vessels, vehicles or structures has granted permission and the PIC has made a safety 

assessment of the risk of operating closer to those objects and determined that it does not 

present an undue hazard.

c. Operations nearer to the PIC, VO, operator trainees or essential persons do not present an 

undue hazard to those persons per § 91.119(a).

34. Petitioner will report any incident, accident, or flight operation that transgresses the lateral or 

vertical boundaries of the operational area as defined by the applicable COA to the FAA's UAS 

Integration Office (AFS-80) within 24 hours. Petitioner will report accidents to the National 

Transportation Safety Board (NTSB) per instructions contained on the NTSB Web site: 

www.ntsb.gov.

VI. Privacy

There is little concern that the proposed flights will cause invasions of privacy. All flights 

will occur over either (a) public rights of way where there is no expectation of privacy; or (b) over 

private property with permission of the landowner/authorized agent and consent of participating 

individuals.

If data collected is made available for public view, all images containing uninvolved 

persons will be blurred or blacked-out. No attempt will be made to identify any individuals filmed 

during the flights except in cases where they are trespassing upon or damaging customer property, 

or interfering with the petitioner’s or its customers’ operations.

VII. Public Interest and Safety

The planned UA use will increase ground safety for inspecting towers, antennas, and 

transmission lines. This type of data collection has previously been done by manned aircraft or by 

individuals on the ground. Both are more time consuming and are more expensive than using UAs. 

Use of manned aircraft poses enhanced risk to the pilot and onboard crew, who would be several 

hundred feet in the air. 
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The enhanced safety and reduced environmental impact achieved using UAs and carrying 

no passengers or crew, rather than a manned aircraft of significantly greater mass, carrying crew 

in addition to flammable fuel, gives the FAA good cause to find that the UA operation enabled by 

this exemption is in the public interest.

Satisfaction of the criteria provided in Section 333 of the Reform Act of 2012 – size, 

weight, speed, operating capabilities, proximity to airports and populated areas and operation 

within visual line of sight and national security – provide more than adequate justification for the 

grant of the requested exemption allowing commercial operation of petitioner’s UA for inspecting 

towers, antennas, and transmission lines.

The CyberQuad Maxi has been approved by the FAA for commercial use in Exemption 

Nos. 12068 and 12646. Further, the FAA has approved of a variety of other UAs for the proposed 

uses in the following exemption grants:

11217 (aerial inspections of wind turbine blades and towers);

11267 (cellular tower and compound surveys);

11277 (structural and conditional assessment of monopoles and towers);

11411 (monitoring of telecommunication/cellular towers);

11522 (cooling tower inspection);

11524 (power line/cable inspections, cooling tower inspections);

11564 (structural inspections of bridges, pipelines, wells and cell towers);

11574 (Cell tower inspections, pipeline inspections, and power line inspections);

11721 (inspection of telecommunication towers and power lines); and 

11752 (structural assessment for... wind turbines, communication towers and flare stacks).
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VIII. Regulations from Which Exemption is Requested

Appendix A: FARs as to which Tower Inspection wishes the same determination to be made 

as has been made previously.

FAR 

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

21(h) 1, 2, 3, 4, 5, 16, 25, 28, 29 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

43.7 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

43.11 12 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

45.11 29 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

45.27 29 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

45.29 29 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.7(a) 12 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.9(b)(2) 22 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.9(c) 30 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.103(b)(2) 3, 9, 15, 16, 17, 18, 19, 20 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.105 6 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.109 7, 8 Nos. 11252, 11467, 11745, 11797, 11905, 11945, 

12040, 12068, 12422, 12474

91.113(b) 3, 31 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.119(c ) 4, 33 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.121 4 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.151(a) 16, 17 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.203 (a) 

and (b)

22 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.215 25, 26 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.403 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474
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FAR 

Provision

Applicable condition(s) in 

Section 5 of petition

FAA Exemption Decision

91.405(a) 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.407(a)(1) 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.409(a)(1) 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.409(a)(2) 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.417(a) 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474

91.417(b) 12, 13, 14 Nos. 11252, 11396, 11467, 11745, 11797, 11905, 

11945, 12040, 12068, 12080, 12107, 12422, 12474
Unmanned Aerial Vehicle

The ultimate rapid response hovering

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No inefficient aerodynamic stabilisation mechanisms are needed

No complicated swash plates, tail rotors and control surfaces that need to be inspected and

 calibrated

Higher levels of autonomy such as altitude/position hold and way-point navigation are

 available

Deploy in less than one minute

A CyberQuad has only four moving parts with no assembly required, and a complete

 system fits in one case (Back-pack deployment optional)

Execute your operation in stealth

The CyberQuad MINI is the ultimate stealth UAV for secret operations, producing less than

 65 dBA at 3 meters and inaudible beyond 30 meters

Fly autonomously

Way Point Navigation, auto-take-off and the Ground Control Station (with its aerial map

 interface) are all available in order to provide the CyberQuad with fully autonomous flight

 capabilities

Customise your payload to suit your operation

Front mounted cameras on the CyberQuads allow visibility over large elevation ranges,

 from straight-down to diagonally-up

Modular central payload mounts provide the flexibility to carry a variety of different

16
SUBSCRIPTION DISCLAIMER © 2010—2015 CYBER TECHNOLOGY DESIGNED BY BOUNCINGORANGE POWERED BY SPIP

 payload modules

Payloads and sensors can also be mounted between the ducts, allowing greater installation

 flexibility and peripheral detection ability

Record video airborne with exceptional clarity

With the optional onboard video recorder or HD camera payloads, the video is recorded in

 high resolution onboard and utilises transmission noise-free post processing.

Save money

Each battery in a CyberQuad costs less than $0.01 to charge

A complete CyberQuad solution typically pays for itself in less than 10 hours of

 conventional helicopter use

Avoid risk with a safe design

CyberQuads utilise electric propulsion which avoids engine fumes, fuel and heat

The durable monocoque airframes are manufactured using state-of-the-art engineering

 thermoplastic materials

Low speed, light weight unexposed fans have very little stored energy, allowing the unit to

 be safely operated near people and within urban environments

17
Unmanned Aerial Vehicle

The ultimate rapid response hovering

 urban aerial vehicle

About Cyber

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Mission

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 Development

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Technical Specifications

SPECIFICATIONS CyberQuad MAXI

Dimensions W x D x H (mm) 690 x 560 x 200

Hover Endurance (minutes) 15-25

Nominal Payload (grams) 300

Maximum Payload (grams) 800

Maximum Airspeed (knots) 20

Electronically limited Altitude Above Ground (meters) 120

Maximum Operational Altitude Above Sea Level (meters) 3,000

Safe Line-Of-Sight Control Range (metres) 500

Maximum Range RF Equipment Dependent

Please Contact Us

Noise (dBA @ 10 meters) 65

18
SUBSCRIPTION DISCLAIMER © 2010—2015 CYBER TECHNOLOGY DESIGNED BY BOUNCINGORANGE POWERED BY SPIP

19
en/FlightCtrlManual

44

LotharF

MikroKopter.de

20
Contents

1 Flight-Ctrl V1.0: Schematic, Parts Soldering and Getting Started.......................................................1/16

1.1 Tasks.............................................................................................................................................1/16

1.2 Other Features:..............................................................................................................................1/16

1.2.1 Version V1.3.......................................................................................................................1/16

1.2.2 ME Variant..........................................................................................................................2/16

2 Micro Controller.........................................................................................................................................3/16

2.1 Gyro Sensors.................................................................................................................................3/16

2.2 Acceleration Sensor......................................................................................................................3/16

2.3 Atmospheric pressure sensor........................................................................................................3/16

2.4 Interfaces.......................................................................................................................................3/16

2.5 PPM input.....................................................................................................................................3/16

2.6 I2C Bus.........................................................................................................................................4/16

2.7 Serial Interface (asynchronous)....................................................................................................4/16

2.8 ISP Interface (synchronous)..........................................................................................................4/16

2.9 Compass connection.....................................................................................................................4/16

3 General security notes................................................................................................................................5/16

3.1 Conditions of use..........................................................................................................................5/16

4 Setting up the board...................................................................................................................................6/16

4.1 Step 1: Connection and Control of the supply voltage.................................................................6/16

4.2 Step 2: Gyro Amplifier Calibration..............................................................................................6/16

4.3 Step 3: Programming with the MikroKopter Tool (avrdude).......................................................7/16

4.4 Step 4: Hardware Test...................................................................................................................7/16

4.4.1 Test of sensor values...........................................................................................................7/16

4.4.2 Test of gyro and acceleration sensor data...........................................................................7/16

4.4.3 Test of the Rx signal............................................................................................................9/16

4.4.4 Test of the voltage measurement.........................................................................................9/16

4.5 Step 5: Installation into the MikroKopter.....................................................................................9/16

4.5.1 Synopsis of the connection of other components................................................................9/16

4.5.2 Short form:..........................................................................................................................9/16

4.5.3 Connections:........................................................................................................................9/16

4.6 Step 6: Control of the MikroKopter (short form).......................................................................10/16

4.6.1 Switching on the motors....................................................................................................10/16

4.6.2 Calibration of the sensors and choice of flight mode setting / parameter set....................10/16

4.6.3 Switching off the motors...................................................................................................11/16

4.6.4 Behaviour when loosing Tx or Rx signal..........................................................................11/16

4.7 Parts soldering............................................................................................................................11/16

4.8 Tools & supplies.........................................................................................................................13/16

4.9 Soldering.....................................................................................................................................13/16

5 Placement plan with color support..........................................................................................................14/16

6 Schematic...................................................................................................................................................16/16

en/FlightCtrlManual

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21
1 Flight-Ctrl V1.0: Schematic, Parts Soldering and

Getting Started

1.1 Tasks

This board is the MikroKopter’s control board . It fulfils the following tasks:

• measuring the angular velocity of the three axes

• measuring the acceleration data of the three axes

• measuring the atmospheric pressure for altitude control

• evaluation of a digital compass signal

• measuring the battery voltage

• evaluation of the R/C signal

• processing of sensor data and computing the actual angular position

• driving four Brushless ESCs (electronic speed controllers)

1.2 Other Features:

• Dimensions 50 * 50mm

• Two LEDs (e.g. Okay & Error)

• Two transistor outputs for external lights (or other functions)

• Undervoltage detection

• A receiver can be powered by 5V

1.2.1 Version V1.3

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(only the differences are listed)

• automatic Gyro adjustment, i.e. no manual adjustment of resistors required

• One-sided assembly - it is now possible to build FlightCtrl much flatter

• External connection areas (supply, I2C, etc.) have been enlarged

Optional: second voltage supply 7805 for servo supply (eg for camera tilt servo, targeting 7805 as the

first with a cooling surface to the outside, not included)

• 

• Servo and external lighting connected via a pin header

• New (compatible) accelerometer sensor

• 4-layer design

 The transistors (PDTC143) to the outputs SV2 of version 1.3 can only switch 100mA! This

corresponds, for example, to half a LED strip (3 pieces of 2x3 LED).

• 

1.2.2 ME Variant

• See FlightControl ME

• Is not a new version, but as a separate variant parallel to the previously distributed version 1.3

• Quality MEMS gyroscope technology manufactured by Analog Devices

• 5 servo outputs

• Supply is now a Recom-switching regulator

• Optional: 2nd supply voltage for servo output (not included)

• Servo and external lighting connected via pin header

• 4-layer design

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2 Micro Controller

Computing and processing is accomplished by a Atmel ATMEGA644 @ 20MHz. This is a low cost and

popular 8-Bit-processor.

The criteria for the choice of the micro controller were:

• satisfactory performance

• good availability

• low cost

• easy to solder

• availability of free development software Sensors

The flight attitude of a quadrocopter must be controlled electronically. We need different sensors for this.

2.1 Gyro Sensors

They measure the angular velocity (rotational speed) of each axis. We need three sensors to stabilize all three

axes. These sensors are the most elementary components (-> GyroScope )

2.2 Acceleration Sensor

The main function of the acceleration sensor is to measure the actual tilt of the MikroKopter and to

support the altitude adjustment. Here we use a three axis sensor.

• 

Theoretically we could omit this sensor if the quadrocopter should work in the so called Heading-Hold-Mode.

( --> Acceleration Sensor )

2.3 Atmospheric pressure sensor

It serves to stabilize the flight altitude. This sensor is optional. The large pressure openings should be closed

with adhesive tape where we make a tiny hole with a needle. This protects from false readings due to wind

and light. (--> en/heightsensor )

Airpressure sensor at high altitude: If the Mikrokopter is going to be flown at very high altitudes (eg 2500

meters), then it is possible that the airpressure sensor will not operate correctly. The resistors have been

calculated for airpressures of 850 to 1100 hpa. At 2500 metes the airpressure will be about 750 hpa. to correct

this, solder a 1.5 (to 4.7) kOhm resistor (value dependent upon altitude) parallel to R21.

2.4 Interfaces

The controller board communicates with the outside world through different interfaces.

2.5 PPM input

Here we connect the receiver. Two wires for the supply voltage and one for the receiver’s R/C sum signal.

Compared to a normal servo PPM signal the sum signal contains all the channels sent by the R/C transmitter

before they are decoded by the receiver. This signal is available in every receiver but there are only a few

where this signal is directly accessible from outside (e.g. the RX3 Multi by ACT). ( --> RC receiver )

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2.6 I2C Bus

We connect the BL-ESCs to this bus, which carries the command sequences. The Flight-Ctrl needs our special

brushless ESC, to ensure fast communication via the I2C Bus. Standard ESCs cannot be used as they are to

slow. The I2C Bus has a clock (SCL) and data (SDA) line. The bus connects all SCL and SDA lines together.

2.7 Serial Interface (asynchronous)

Here we connect a PC for testing and calibration. The signal is TTL and not V24. For this reason we need to

connect an interface converter if we want to communicate with the standard serial interface of the PC. Later

on this interface can also be used for the communication (asynchronous) with other controllers.

2.8 ISP Interface (synchronous)

The ATMEL controller will be programmed via an ISP interface. This interface can be also be used for a fast

communication (synchronous serial) with other controllers.

2.9 Compass connection

A digital compass can be connected to the PC4 input of the universal connector.

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3 General security notes

We do not guarantee an error free behaviour of the electronics or the software. Despite thoroughful design and

verification we will not be held responsable (directly or indirectly) for the flawlessness of the software, the

hardware or the informations included. You use the electronics at your own risk (this is also applicable for the

PC software delivered). Further on we deny any responsability for colateral damages of goods or people

which could arise from the use of this application. It is your own responsability to make a complete system

test.

The MikroKopter is not a children’s toy. It is too expensive and too dangerous for this. Do not fly over

people!

In any case you should contract a special model airplane insurance before the first flight because most

ordinary liability insurances will not cover damages caused by model airplanes.

3.1 Conditions of use

The use of the whole or parts of the MikroKopter project (hardware, software and documentation) is only

allowed for private (non-commercial) use. If you intend a direct or indirect commercial use please contact us

for conditions.

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4 Setting up the board

4.1 Step 1: Connection and Control of the supply voltage

Before powering up you should once again check the correct position of the voltage regulator IC4 (μA7805)

and the diode D1. The supply voltage is connected to the pad J1 (marked „+“ at the switch) and to the pad J2

(marked „-“ close to the switch). It is strongly advised to use a current limited power supply until you know

that everything is working correctly. The supply current for the Flight-Ctrl board plus the four BL ESCs is

about 200 mA.

5,0V Test of the digital supply. Check at TP1 to GND. Voltage should be between 4,9 and 5,1 V.

3,0V Test of the analog supply. Check at TP2 to GND. Voltage should be between 2,9 and 3,1 V.

4.2 Step 2: Gyro Amplifier Calibration

The outputs of the gyro amp (Pins 8, 7 and 1 of IC2) should show a voltage of about 1,2-1,8V (ideal value

would be 1,5V) in idle state (board/copter not moving). The factory adjusted output signal of the gyros may

vary slightly, we must therefore sometimes correct the signal.

We need to add the resistors R9 (for TP4), R13 (for TP5) and R17 (for TP3) to increase the value of the signal

(the lower the value of the resistor, the higher the output signal). Or we need to add the resistors R29 (for

TP4), R20 (for TP5) und R15 (for TP3) to lower the signal (the lower the value of the resistor, the lower the

output signal).

Default values for the calibration resistors:

Increasing the amplifier signal: signal value < 0,8V : 150kOhm < 1,0V : 220kOhm < 1,2V : 470kOhm

Lowering the amplifier signal: signal value > 2,2V : 150kOhm > 2,0V : 220kOhm > 1,8V : 470kOhm

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After a severe crash or irregular movements of the MikroKopter (e.g. pitch is smoother in one direction than

the other) the signal should be checked and recalibrated if needed.

4.3 Step 3: Programming with the MikroKopter Tool (avrdude)

The software transfer (In System Programming) is easiest with our serial converter (SerCon), which contains

already an ISP circuit. The PC must have a “real“ serial interface for programming. USB to serial/parallel

converters or similar adaptors are definitively not working! The serial converter is connected to the 6 pin

header with a ribbon cable. The LED on the converter board will be in an indifferent state (on or off). The

Flight-Ctrl board must be connected to the supply voltage for programming.

As an alternative the software can be programmed via USB with an AVR ISP mkII. The description is

available under USB-AVRISPmkII. Another possibility for a later data communication via USB is the

USB-TTL-232 adaptor.

A boot loader is now available for the Flight-Ctrl. Instructions for programming can be found under

MikroKopterTool...

4.4 Step 4: Hardware Test

4.4.1 Test of sensor values

When the controller has been successfully programmed, you can check the sensor values with the

MikroKopter tool. For this procedure you connect the serial converter with the large ribbon cable. The ISP

cable must be disconnected for debugging or the jumper must be removed from the converter board.

4.4.2 Test of gyro and acceleration sensor data

The board must be put in a horizontal position and switched on (or reset), then start the scope option in the

MikroKopter tool (if the scope was already running you should stop it for a moment to reset the zoom range).

We observe here only the first five analog values. The other analog values can be switched off via the tab

„Scope“ in the MikroKopter tool if the display becomes to difficult to read.

en/FlightCtrlManual 09/18/15 17:11:37

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Now you tilt the board as smoothly as possible to about 45 degrees in direction of the pitch axis. On the scope

you check the signal values. The signal of the pitch integral and the pitch acceleration sensor (here red and

yellow) should show a significant value.

It is important that the overlaid graphs are identical as far as possible.

The same check has to be made on the roll axis (here blue and green):

Then we check the yaw gyro. For this purpose we turn the board around the yaw axis and observe the signal

of the gyro. As long as we turn the board there will be a value > 0 which will come back to zero when we stop

moving the board.

We check the offset values of the gyros in the virtual display (the values in parenthesis):

For this purpose we click through the buttons in the corresponding menu. The offset values should be around

500 (+-100). In this example the yaw gyro has a problem (178). It must be recalibrated or changed.

en/FlightCtrlManual 09/18/15 17:11:37

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4.4.3 Test of the Rx signal

In the virtual display we can read the R/C values:

With the R/C control we can adjust the values in the range of ca. -120 to +120.

4.4.4 Test of the voltage measurement

In this menu you can check the value of the voltage measurement:

In this example we have 11,3V.

The Rx level is 0 because no receiver was connected.

4.5 Step 5: Installation into the MikroKopter

More information on our homepage

4.5.1 Synopsis of the connection of other components

4.5.2 Short form:

• The arrow on the mounted Flight-Ctrl board points in flight direction

• Addressing the motors : 1=front 2=back 3=right 4=left

The direction of rotation of the motors: the left and right motor (roll axis) turn counter clockwise

(seen from above) and the front and back motor (pitch axis) turn clockwise.

• 

4.5.3 Connections:

• the multi signal from the receiver with a 3 wire servo cable

a LiPo battery (11,1V ca. 1,5-2,5Ah dischargeable with 15-20C) with two wires of 0.75mm2

minimum (positive=red; negative=black)

• 

• four BL-ESCs with two supply wires of 0.75mm2 minimum (positive=red; negative=black)

• I2C Bus for the communication with the Brushless-ESCs

Details of the whole construction see ElektronikVerkabelung....

en/FlightCtrlManual 09/18/15 17:11:37

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4.6 Step 6: Control of the MikroKopter (short form)

=== Initial Calibration ===

After building, flashing new firmware or changes to the airframe: Place the MK at a level surface, and make

sure it's perfectly level. Store ACC data for this position by applying full-throttle+yaw-right (in mode2 - left

stick in upper right corner). -From now on you can start from sloping surface.

4.6.1 Switching on the motors

Calibrate the sensors, apply full-throttle+yaw-left (in mode2: left stick in upper left corner) until the

buzzer beeps.

• 

• To start push the throttle/yaw lever to the lower right corner until the motors start

• The levelling control starts working from a certain throttle value only.

4.6.2 Calibration of the sensors and choice of flight mode setting / parameter

set

For the calibration of the sensors push the throttle/yaw lever to the upper left corner until the beeper

beeps and the green LED goes off. This way the controller regards the current gyro values as

"levelled". The beeper will tell you which "setting" is currently active. There are 5 possible settings.

During the calibration as just described you can choose the appropriate setting with the pitch/roll lever

like this:

Meaning: Pitch-Roll lever left middle = Setting1 ; left upper = Setting2 and so on.

The image below shows greater detail of how the sticks are used to select settings and calibration modes:

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4.6.3 Switching off the motors

Push the throttle/yaw lever to the lower left corner until the motors stop.

Here you will find a video demo of how to start the motors, calibrate (1 beep confirms setting1), and stop the

motors.

4.6.4 Behaviour when loosing Tx or Rx signal

If the Rx signal gets lost during the flight the motors will continue to turn for a few seconds while the

MikroKopter tries to get in a horizontal position. This should (more or less) allow for a controlled descent of

the quadrocopter.

4.7 Parts soldering

The parts should be soldered in the same order as shown in the listing. This simplifies the task.

Parts in italics are placed on the solder side (bottom)

Qty Reichelt Order# Remark Part Name

1

ATMEGA 644-20

AU Check origin AVR-RISC-Controller IC1

1 TS 914 I SMD Check origin Rail to Rail Op-Amp IC2

5 NPO-G0805 22P Capacitor C1, C2, C28, C29,C30

5 X7R-G0805 22N Capacitor C9, C15, C17, C27, C31

en/FlightCtrlManual 09/18/15 17:11:37

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17 X7R-G0805 100N Capacitor

C5, C6, C8, C12, C13, C16, C18,

C19, C20, C21, C11, C22, C14,

C23, C24, C25, C26

5 SMD-0805 1,00K SMD-Chip-resistor R2, R5, R6, R7, R4

5 SMD-0805 100 SMD-Chip-resistor R24, R27, R28, R32, R33

5 SMD-0805 10,0K SMD-Chip-resistor R8, R12, R16, R1, R3

4 SMD-0805 100K SMD-Chip-resistor R10,R11, R14, R18

1 SMD-0805 220K SMD-Chip-resistor R26

1 SMD-0805 2,20K SMD-Chip-resistor R25

1 SMD-0805 6,80K SMD-Chip-resistor R21

3 SMD-0805 18,0K SMD-Chip-resistor R22, R30, R31

1 SMD-0805 680 SMD-Chip-resistor R19

1

SMD-LED 0805

GN Arrow on bottom CHIP-LED green LED1

1

SMD-LED 0805

RT Arrow on bottom CHIP-LED red LED2

2 BC 817-25 SMD Check direction CHIP-Transistor T1, T2

1 LQH3C 100μ SMD-Inductor L1

1 -- Short with wire omitted C3

1 1N 4001 Check marking Diode D1

1 20,0000-HC49U-S Quartz 20,0MHz Q1

1 LP 2950 ACZ3,0 Check marking Voltage regulator

+3,0V IC5

1 μA 7805 Check marking Voltage regulator IC4

2 RAD 330/16 Check polarity Electrolytic cap C7, C10

1 MS 500F Solder to the rim Switch, 2-pole SW1 use wire if necessary

1 SL 2X10G 2,54 Divide in 2*3 and

2*5 Header two rows SV1, SV5

1 SUMMER TDB 05 Polarity: (+) to the

rim of the board Beeper SP1

Sensors

1 LIS3L02AS4 Acceleration sensor IC3

2 ENC-03JA Check direction Gyros Pitch and Roll GY_N, GY_R

1 ENC-03JA Check direction Gyro Yaw GY_G

Option for altitude

adjustm.

1 MPX 4115A Metal plane to the

board

Motorola pressure

sensor

V1

1 1uF SMD1206 Not available @

Reichelt /alternative: Z5U-5 1,0μ(with wires) C4

Resistors to adjust the

gyro signals

3 SMD-0805 470K See instructions SMD-Chip-resistor

3 SMD-0805 150K See instructions SMD-Chip-resistor

en/FlightCtrlManual 09/18/15 17:11:37

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3 SMD-0805 220K See instructions SMD-Chip-resistor

'

Gyros, acceleration & pressure sensors are available in the Shop

4.8 Tools & supplies

• Edsyn FL 22 SMD-Flux

• Solder wick 1,5mm

• Solder AG 0,507 0,5mm

• Temperature controlled soldering station with fine tip

• Multimeter

4.9 Soldering

• The yaw gyro must be soldered like shown: (JPN marking to the board)

The pins on top must be extended with pieces of wire.

The gyro should also be glued to the board to increase mechanical rigidness.

Under no circumstances should glue penetrate into the gyros

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5 Placement plan with color support

(equally coloured parts are identical)

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en/FlightCtrlManual 09/18/15 17:11:37

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6 Schematic

(click for high resolution) '

Translation by french-copter 2007-07-21. Please bear with me, I’m not a native speaker of English, if you

find weird phrases or simply balderdash tell me...

'

• KategorieAnleitung, KategorieEnglish

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