UNITED STATES OF AMERICA 

DEPARTMENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

WASHINGTON, DC 

Reg. Docket No. fAR d014- ()CZI/& 

In the Matter of Petition for Exemption of: 

Asymmetric Technologies, LLC 

For an Exemption from the requirements of the 

Code of Federal Regulations Sections 

Concerning operation of an Unmanned Aircraft System 

Pursuant to Section 333 of the 

FAA Modernization and Reform Act of 2012 

1 
I. 

II. 

III. 

IV. 

v. 

VI. 

VII. 

VIII. 

IX. 

CONTENTS 

PETITIONER's DESCRIPTION .....................•..•.........•...........................•................................ 3 

PROPOSED OPERATIONS ............................•..............................................•...•...........•..•.....• 4 

RELEVANT AUTHORITY TO PETITIONER'S EXEMPTION REQUEST ................................... 7 

QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THE REFORM ACT ••••••••••••••••• 8 

REGULATIONS FROM WHICH EXEMPTION IS REQUESTED •••••••••••••••••••••••••••••••••••••••••••••• 11 

Pl.JBLIC INTEREST ..........................................•.•......•..............•........................................... 23 

PRIVACY ......•..•...........•...............................•..•.........•......................................................... 24 

FEDERAL REGISTER SUMMARY························································································ 25 

CONCLUSION ...•.•....•.............•.............•.........•.•........................•..........•.............................. 26 

2 
Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 ("Reform 

Act") 1 and 14 C.F.R. 11, Asymmetric Technologies, LLC ("Petitioner") hereby applies for an 

exemption from Federal Aviation Regulations ("F ARs") identified below, to allow commercial 

operation of small unmanned aerial vehicles (i.e. small unmanned aircraft systems or "sUAS"). 

This exemption is in accordance with protocols outlined in this petition for exemption, 

the enclosed Asymmetric Technologies UAS Operations Manual ("Manual") 2 , the UAS 

manufacturers operations and maintenance manual ("Aircraft Operations Manual"), and any 

other requirements established by the FAA pursuant to Section 333 of the Reform Act. 

I. PETITIONER'S DESCRIPTION 

Petitioner is a Service Disabled Veteran Owned Small Business based in Columbus, OH 

that has provided various operational and sustainment services to the Federal Government and 

civilian customers for three years. Additionally, the Petitioner is staffed with personnel who 

operated and maintained sUAS in Afghanistan and Iraq during Operation Enduring Freedom and 

Iraqi Freedom. 

Petitioner is teamed with Burgess & Niple, Inc. ("B&N"). B&N is a design, construction 

and inspection firm with over 100 years' experience in the industry. B&N is a nationally 

recognized leader in bridge inspection and since 1969 have inspected more than 10,000 bridges 

in the U.S. and abroad, including bridges with main spans exceeding 500 feet. 

The Petitioner's sUAS operational and maintenance expertise is a natural transition to the 

infrastructure inspection market and the Petitioner's partnership with a nationally recognized 

infrastructure inspection firm drastically reduces overall risk to the public while conducting 

infrastructure inspection operations. 

1 Codified at 49 U.S.C. § 40101, as amended by Pub. L. 112-95 Feb. 14, 2012, 126 Stat. 11. 

2 Petitioner submits this manual as a confidential document under 14 C.P.R.§ 11.35(b), as the entire 

Manual contains confidential commercial and proprietary information the Petitioner has not and will not 

share with others. The Manual contains operating conditions and procedures that are not available to the 

public and are protected from release under the Freedom of Information Act 5 U.S.C. § 552. 

3 
Consistent with the requirements of 14 C.P.R. § 11.81(a), Petitioner provides the 

following information in support of its petition of exemption: 

The name and address of the Petitioner's representative is: 

Asymmetric Technologies, LLC 

Attn: BRIAN BORKOWSKI 

President/CEO 

1395 Grandview Avenue, Suite3, 

Columbus, OH 43212 

Phone:614-725-5310 

Fax: 614-928-3202 

Email: brian@ asymmetric. com 

II. PROPOSED OPERATIONS 

The Petitioner proposes to conduct sUAS flight operations m support of a bridge 

inspection near US Highway 93 in Mohave County, AZ. The Burro Creek bridge sits above 

Raster Wash adjacent to the Burro Creek Wilderness Area (under control of the Bureau of Land 

Management), approximately 70 miles south east of Kingman, AZ. The bridge is comprised of 

View of Hwy 93 Burro Creek Bridge facing North View of Hwy 93 Burro Creek Bridge facing East 

twin 960 feet long steel arches that rise 370 feet above a canyon providing excellent access from 

multiple ground locations to conduct flight operations. There is no roadway below the bridge 

and the river below the bridge is not navigable by watercraft. 

4 
The closest airport to the Burro Creek Bridge is the Bagdad Airport. 3 The bridge also falls under 

the MOA BAGDAD 1 special use airspace(? ,000 ft. - 17,999 ft. AMSL) area, but since operations are 

planned under 400 feet, this should pose low risk to any aircraft using the MOA. 

View of Bagdad MOA 

Prior to conducting an inspection with the sUAS, the Petitioner will conduct a visual 

inspection utilizing traditional climbing and inspection techniques. Armed with this information, 

the Petitioner can then conduct a proof of concept- collecting data and information via sUAS to 

improve the inspection process and test new methods and techniques. 

Enclosed in this waiver is the Petitioner's sUAS Manual (Exhibit "A"). The enclosed 

Manual describes, in detail, the policies and procedures for Petitioner's proposed sUAS 

operations. To assist the FAA in its safety assessment of the Petitioner's proposed sUAS 

operations, below is a summary of the operational limitations and conditions which will ensure 

an equivalent or higher level of safety to operations conducted under current regulatory 

guidelines: 

1. The sUAS weighs less than 15 pounds including payload. 

2. Flights will be operated within line-of-sight of a pilot and/or observer during daylight 

hours only. 

3 FAA LID E51. 

5 
3. Maximum total flight time for each operational flight will be 45 minutes. Flights will 

be terminated at 25% battery power reserve should that occur prior to the 45 minute limit. 

4. Flights will be operated at an altitude of no more than 400 feet above ground level. 

5. Minimum crew for each operation will consist of the sUAS Pilot, observer/spotter and 

inspection team leader directing the inspection. 

6. The sUAS pilot will be an FAA licensed airman with a private and/or commercial 

pilot's certificate with rotorcraft experience and a class III physical. 

7. The sUAS pilot will be Pilot in Command (PIC). If a pilot certificate holder other than 

the sUAS Pilot is present and possesses the necessary PIC qualifications, that person can 

also be designated as PIC. 

8. The UAS will only operate within a confined "Sterile Area" as defined in the manual. 

9. A briefing will be conducted in regard to the planned sUAS operations prior to each 

day's activities. It will be mandatory that all personnel who will be performing duties 

within the boundaries of the safety perimeter be present for this briefing. 

10. Pilot and Observer will have been trained in operation of UAS generally and will 

have received up-to-date information on the particular UAS to be operated, as required in 

the Manual. 

11. Observer and Pilot will at all times be able to communicate by voice and text. 

12. Observer and Pilot will have air-to-air radios for communication with low flying air 

traffic in the area surrounding UAS operations (programmed to 123.025 common Air-toAir Frequency, and the local frequency for the area of operation). 

13. All required permission and permits will be obtained from territorial, state, county or 

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

governmental agencies - including the Bureau of Land Management, Arizona Department 

of Transportation, and Mohave County. 

14. If the sUAS loses communications or loses its GPS signal, the sUAS is equipped with 

advanced safety features that will allow the sUAS to automatically return to a predetermined location. 

15. The sUAS will have the capability to abort a flight in case of unpredicted obstacles or 

emergencies. 

16. The sUAS will only operate in optimal weather conditions for flight. 

6 
III. RELEVANT AUTHORITY TO PETITIONER'S EXEMPTION REQUEST 

This petition for exemption is submitted to advance Congress' goal of integrating sUAS 

safely into the NAS. In the Reform Act, Congress directed the FAA "to safely accelerate the 

integration of civil unmanned aircraft systems in the national airspace system," and, under 

Section 333 of that law, directed the Secretary of Transportation ("FAA Administrator") to 

consider whether certain unmanned aircraft systems may operate safely in the National Airspace 

System ("NAS') before completion of the rule making required under Section 332 of the Reform 

Act.4 

In making this determination, the FAA Administrator is required to determine which 

types of sUAS do not create a hazard to users of the NAS or the public or pose a threat to 

national security in light of the following: 

• The UAS size, weight, speed, and operational capability; 

• Operation of the UAS in close proximity to airports and populated areas; and 

• Operation of the UAS within visual line-of-sight of the operator.5 

If the Secretary determines that such vehicles "may operate safely in the National 

Airspace System, the Secretary shall establish requirements for the safe operation of such 

aircraft in the National Airspace System."6 

The FAA Administrator has general authority to grant exemptions from FAA safety 

regulations and minimum standards when the Administrator decides a requested exemption is in 

the public interest. 7 A party requesting an exemption must explain the reasons why the 

exemption: (1) would benefit the public as a whole and; (2) would not adversely affect safety or 

how it would provide a level of safety at least equal to the existing rules. 8 Therefore, the 

Petitioner will demonstrate how the proposed sUAS infrastructure inspection will benefit the 

4 Reform Act, supra note 1. 

5 /d. at§ 333(b)(1). 

6 /d. § 333(c)(emphasis added). 7 See 49 U.S.C. § 44701(f) (authorizing the grant of exemptions from a requirement of regulations 

prescribed pursuant to section 44701 (a)- (b) and sections 44702-44716). 

8 See 14 C.P.R.§ 11.81; FAA, Petition for Exemptions. 

7 
public and that the proposed operation will not adversely affect safety of the public and to those 

operating in the NAS. 

IV. QUALIFICATION FOR APPROVAL UNDER SECTION 333 OF THE REFORM ACT 

A. The Petitioner's Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public Because of the Reduced Size, Weight, Speed, and Operational Capability 

of the sUAS. 

The proposed operations in this petition for exemption qualify for expedited approval 

under Section 333 of the Reform Act. Each of the statutory criteria and other potential relevant 

factors are satisfied. 

The proposed operations would permit use of small and relatively inexpensive UAS 

under controlled conditions in airspace that is: (1) limited; (2) predetermined; (3) controlled as to 

access, and; (4) would pose an increased level of safety beyond what exists when climbers are 

asked to inspect infrastructure. 

Petitioner's sUAS is a rotorcraft aircraft, weighing less than 15 pounds, including 

payload. It operates, under normal weather conditions, at a speed of no more than 29 knots and 

has the capability to hover, and move in vertical and horizontal planes simultaneously. 

Petitioner's sUAS will operate in line-of-sight and only in a sterile area described in the 

Proposed Operations section outline here and in the Petitioner's Manual. 9 Such operations will 

insure that the sUAS will "not create a hazard to users of the National Airspace System or the 

public."10 

Given the small size of the sUAS involved and the restricted sterile environment within 

which it will operate, this petition for exemption falls squarely within that zone of safety in 

9 See Manual Section 6.1.2.1. 

10 Reform Act, supra note 1 at§ 333 (b)(l). 

8 
which Congress envisioned that the FAA must, by exemption, allow commercial operations of 

UASs to commence immediately. 

B. The Petitioner's Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public because the Operation of the sUAS will be conducted in a Remote 

Location not in Close Proximity to Airports and Populated Areas. 

The Petitioner's proposed usage does not create a hazard to users of the NAS or the 

public because of the restricted and remote area in which the sUASs will operate. This project is 

an excellent candidate for the first authorized bridge inspection conducted because of the isolated 

location of the Burro Creek Bridge. 

The Burro Creek Bridge is located in a remote area of Arizona. The bridge sits 

approximately 130 miles northwest of Phoenix. The closest airport is the Baghdad AirportY 

Lake Havasu City Airport is located approximately 100 miles to the west of the Burro Creek 

Bridge. There are no major population centers within 100 miles of the bridge nor are there any 

large structures in the area surrounding the bridge. 

The remote location greatly mitigates the hazard to the public and to the NAS. Because 

the bridge is so remote, the probability of an accident with the public or with another aircraft in 

the NAS is virtually eliminated. Thus, the Petitioner's proposed usage of the sUAS does not 

pose a hazard to the public or to the NAS because of the remote location of the inspection site. 

C. The Petitioner's Proposed Usage Does not Create a Hazard to Users of the NAS or 

the Public because the Operation of the sUAS will be conducted within visual lineof-sight of the operator. 

The Petitioner has selected the Burro Creek bridge because the bridge's physical 

characteristics provide excellent lines of sight. First, the bridge support structure is located 

below the bridge decking. Next, the bridge structure is constructed in a canyon which will 

provide natural boundaries for the sUAS. Finally, the roadway is 370 feet above the bottom of 

11 FAA LID E51. 

9 
the canyon so the Petitioner's flight operations will remain below 400 AGL for the duration of 

the inspection. 

i. The steel arch bridge support structure is constructed below the roadway. 

The initial factor that led Petitioner to propose this bridge for the first inspection is that 

the structure of the bridge is situated below the bridge decking. In other words, the structure 

supporting the bridge resides below the roadway rather than having bridge supporting structure 

both above the roadway and below the roadway. 

The Petitioner will use the sUAS to visually inspect the support structure of the bridge 

and the roadway. Because the structure supporting the roadway is below the roadway, in the rare 

occurrence that a malfunction occurs to the sUAS, the sUAS would fall to the canyon floor 

rather than onto a roadway. Moreover, the structure of the bridge and the space between the 

members of the bridge allow the Pilot and observer to maintain line of sight on the sUAS for the 

duration of the flight. Thus, the risk to the public is greatly reduced because the Pilot will be 

able to avoid any obstacles and other aircrafts in real time. 

ii. The bridge is situated over a canyon which will provide a natural boundary. 

Petitioner has submitted this location as the initial location because of the geophysical 

characteristics in the immediate area surrounding the Burro Creek Bridge that creates a natural 

boundary for the sUAS forcing the pilot to keep the sUAS within line-of-sight. The walls of the 

canyon will provide terrain that naturally encloses the area surround the structure of the bridge. 

The canyon walls will provide a natural barrier that mitigates risk to the public. The 

natural boundary is an important risk mitigation point because in the event that the sUAS 

guidance system malfunctions and the sUAS begins to descend, the walls of the canyon will limit 

the distance that the sUAS will travel before impact while allowing the pilot to maintain line-ofsight. Thus, the sUAS will be operating in highly controlled, very limited airspace reducing the 

risk to the public because its lateral travel will be confined to the distance between the canyon 

walls. 

10 
iii. The sUAS will remain below 400 AGL at all times during the operation. 

The Petitioner's sUAS will not fly above 400 AGL at any time during inspection of the 

Burro Creek Bridge. The Burro Creek Bridge roadway rests 370 above the canyon floor and all 

supporting structure is situated below the bridge decking. 

The Petitioner will launch, operate, and recover the sUAS from the floor of the canyon 

below the bridge. The inspection method that Petitioner will utilize will not require the sUAS to 

pass above 400 feet AGL to successfully complete the inspection. Therefore, the Petitioner's 

proposed usage will not pose a hazard to the NAS because the sUAS will not operate above 400 

AGL at any time during the duration of the flight. 

Given the foregoing, the Petitioner's proposed usage does not pose a hazard to the NAS 

or to the public. Considering the clear statutory language in Section 333 of the Reform Act, the 

authority contained in the Federal Aviation Act, as amended, the equivalent level of safety to the 

public and to the men and women conducting infrastructure inspections, and the reduction in 

environmental effects, the grant of the requested exemptions is in the public interest. 

Accordingly, Petitioner respectfully requests that the FAA grant the requested exemption without 

delay. 

V. REGULATIONS FROM WHICH EXEMPTION IS REQUESTED 

The Federal Aviation Act expressly grants the FAA Administrator the authority to issue 

exemptions. By its terms, this statutory authority includes exempting civil aircraft, as the term is 

defined under § 40101 of the Act, including sUASs, from its safety regulations and minimum 

standards when the Administrator decides a requested exemption is in the public interest. 12 

Petitioner asks an exemption from several interrelated provisions of 14 C.F.R. Parts 21, 

45 and 91 for purposes of conducting aerial surveys and inspections using sUAS. Listed below 

are: (1) the specific sections of 14 C.F.R. for which exemption is sought; and (2) the operating 

12 See 49 U.S.C. § 44701(f) authorizing the grant of exemptions from requirements of regulations 

prescribed pursuant to§§ 44710(a) and (b),§§ 44702-44716. 

11 
procedures and safeguards that Petitioner has established which will ensure a level of safety 

equal to or better than the rules from which exemption is sought. 13 

A. 14 C.F.R. Part 21, Subpart H- Airworthiness Certificates and 14 C.F.R. § 

91.203(a)(1). 

The Petitioner seeks an exemption from 14 C.F.R. Part 21, Subpart H, which establishes 

the procedural requirements for the issuance of airworthiness certificates as required by 14 C.F.R 

§ 91.203(a)(1). Given the size and limited operating area associated with the sUAS to be utilized 

by the Petitioner, an exemption from Part 21, Subpart H meets the requirements of an equivalent 

level of safety under Part 11 and Section 333 of the Reform Act. 

The Federal Aviation Act14 and Section 333 of the Reform Act15 both authorize the FAA 

to exempt aircraft from the requirement for an airworthiness certificate, upon consideration of 

the size, weight, speed, operational capability, and proximity to airports and populated areas of 

the particular UAS. In all cases, an analysis of these criteria demonstrates that the sUAS 

operated without an airworthiness certificate, in the restricted environment and under the 

conditions proposed will be at least as safe, or safer, than a conventional rotorcraft operating 

with an airworthiness certificate without the restrictions and conditions of the proposed sUAS 

operations. 

Equivalent Level of Safety 

The sUAS to be operated hereunder is less than 15 lbs. fully loaded, carries neither a pilot 

nor passenger, carries no explosive materials or flammable liquid fuels, and operates exclusively 

within a secured area as set out in the Manual. Unlike other civil aircraft, the proposed operations 

in this petition for exemption will be controlled and monitored by the operator, pursuant to the 

Manual's requirements. Moreover, the FAA will have advance notice of all operations conducted 

under this exemption. 

13 See 14 C.F.R. § 11.81(e) which requires a petition for exemption to include: "the reasons why granting 

the exemption would not adversely affect safety, or how the exemption would provide a level of safety at 

least equal to that provided by the rule from which you seek exemption." 

14 See 49 U.S.C. § 44701(f). 

15 See Reform Act, supra note 1. 

12 
These safety enhancements, which already apply to civil aircraft operated in connection 

with existing inspection operations, provide a greater degree of safety to the public and property 

owners than conventional operations conducted with airworthiness certificates issued under 14 

C.F.R. Part 21, Subpart H. Lastly, application of these same criteria demonstrates that there is no 

credible threat to national security posed by the sUAS, due to its size, speed of operation, 

location of operation, lack of explosive materials or flammable liquid fuels, and inability to carry 

a substantial external load. 

B. 14 C.F.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft. 

14 C.F.R. Part 27 sets forth the procedural requirements for airworthiness certification of 

normal category rotorcraft. To the extent the Petitioner's sUASs would otherwise require 

certification under Part 27, as a rotorcraft, Petitioner requests an exemption from Part 27's 

airworthiness standards for the same reasons identified in the exemption request from 14 C.F.R. 

Part 21, Subpart H. 

C. Aircraft Marking and Identification Requirements: 14 C.F.R. §§ 91.9(c), 

45.23(b), and 45.27(a). 

This petition seeks an exemption from the aircraft marking and identification 

requirements of 14 C.F.R. §§ 91.9(c), 45.23(b), and 45.27(a). 

14 C.F.R. § 91.9(c), Civil aircraft flight manual, marking, and placard requirements, 

provides that: 

No person may operate a U.S.-registered civil aircraft unless that 

aircraft is identified in accordance with part 45 of this chapter. 16 

14 C.F.R. § 45.23(b), Markings of the Aircraft, states: 

When marks include only the Roman capital letter "N" and the 

registration number is displayed on limited, restricted or light-sport 

16 14 C.F.R. § 91.9(c). 

13 
category aircraft or experimental or provisionally certificated 

aircraft, the operator must also display on that aircraft near each 

entrance to the cabin, cockpit, or pilot station, in letters not less 

than 2 inches nor more than 6 inches high, the words "limited," 

"restricted," "light-sport," "experimental," or "provisional," as 

applicable. 17 

14 C.P.R. § 45.27(a), Rotorcraft, states: 

Each operator of a rotorcraft must display on that rotorcraft 

horizontally on both surfaces of the cabin, fuselage, boom, or tail 

the marks required by §45.23. 18 

Exemption from§ 45.23(b) is warranted because the sUAS has no entrance to the cabin, 

cockpit, or pilot station on which the word "Experimental" can be placed. Moreover, given the 

size of the sUAS, two-inch lettering would be impossible. The word "Experimental" will be 

placed on the fuselage in compliance with § 45.29(f). 

Given the nature of the specific relief sought by this exemption request, Petitioner 

requires relief from the associated marking and identification requirements of § 45.27(a) and § 

91.9(c), which would require compliance with§ 45.23(b). 

Equivalent Level of Safety 

An equivalent level of safety for exemptions to the aircraft marking and identification 

requirements of§§ 91.9(c), 45.23(b), and 45.27(a), will be provided by having the sUAS marked 

on its fuselage as required by § 45.29(f) where the pilot, observer, and others working with the 

sUAS will see the identification of the UAS as "Experimental." Additionally, Petitioner will 

ensure compliance with any requests of sUAS marking by the FAA. 

The FAA has issued the following exemptions to the aircraft marking requirements of§ 

45.23(b): Exemptions Nos. 10700, 8738, 10167 and 10167A. 

17 14 C.P.R.§ 45.23(b). 

18 14 C.P.R. § 45.27(a). 

14 
D. 14 C.F.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in 

Command. 

This petition seeks an exemption from the private pilot privileges and limitations of §§ 

61.113 (a) and (b), which states: 

(a) Except as provided in paragraphs (b) through (h) of this section, 

no person who holds a private pilot certificate may act as pilot in 

command of an aircraft that is carrying passengers or property for 

compensation or hire; nor may that person, for compensation or 

hire, act as pilot in command of an aircraft. 

(b) A private pilot may, for compensation or hire, act as pilot in 

command of an aircraft in connection with any business or 

employment if: 

(1) The flight is only incidental to that business or employment; 

and 

(2) The aircraft does not carry passengers or property for 

compensation or hire. 19 

14 C.F.R. § 61.113(a) limits private pilots to being in command of non-commercial 

flights. 14 C.F.R. § 61.113(b)(l) provides an exception that allows a private pilot to command an 

aircraft without passengers or property, in connection with business or employment if "[t]the 

flight is only incidental to that business or employment. "

20 The stated exception likely does not 

apply to the proposed operations under this petition for exemption, as the flights are not 

incidental to the proposed aerial surveys and inspections but rather essential to it. Accordingly, 

the Petitioner seeks an exemption to 14 C.F.R. § 61.113(a)'s commercial limitation and/or 14 

C.F.R. § 61.113(b)(l)'s requirement that the flight be incidental to the business to benefit from 

the exception. 

Equivalent Level of Safety 

As required by the Manual, Petitioner's sUAS operators acting as PIC will hold a 

19 14 C.P.R.§ 61.113 (a) and (b). 

20 14 C.P.R.§ 61.113(b)(1). 

15 
commercial and/or private pilot certification and have rotorcraft experience. Because the sUAS 

will not carry a pilot or passengers, the proposed operations can achieve the equivalent level of 

safety to 14 C.F.R. §§ 61.113 (a) and (b). 

Unlike a conventional aircraft that carries the pilot and passengers, the sUAS is remotely 

controlled with no passengers on board. Moreover, the area of operation is controlled and 

restricted, and all flights are planned, coordinated, and briefed to the appropriate official in 

advance as set forth in the Manual. 

AT can achieve an equivalent level of safety as achieved by current Regulations because 

the sUASs do not carry any pilots or passengers. Further, while helpful, a pilot license will not 

ensure remote control piloting skills, though AT's pilot vetting and training programs will ensure 

the PIC has substantial experience on the airframe. Further, private pilot licensees will operate 

AT's sUASs with the same skill. The risks attendant to the operation of AT's sUASs are far less 

than the risk levels inherent in the commercial activities outlined in 14 C.F.R. § 61, et seq. Thus, 

allowing AT to operate its UASs with a private pilot as the PIC will exceed current safety levels 

in relation to 14 C.F.R. §§ 61.113 (a) and (b). 

E. 14 C.F.R. § 91.9(B)(2): Civil Aircraft Flight Manual in the Aircraft. 

The Petitioner seeks an exemption from the flight manual requirements of 14 C.F.R. § 

91.9(b)(2), which states: 

(b) No person may operate a U.S.-registered civil aircraft 

(2) For which an Airplane or Rotorcraft Flight Manual is not 

required by § 21.5 of this chapter, unless there is available in the 

aircraft a current approved airplane or Rotorcraft Flight Manual, 

approved manual material, markings, and placards, or any 

combination thereof. 21 

21 14 C.P.R.§ 91.9(B)(2). 

16 
Given its size, configuration, and load capacity, the sUAS has no ability to carry such a 

manual on the aircraft, not only because there is no pilot on board, but because there is simply no 

room or capacity to carry such an item on the aircraft. 

Equivalent Level of Safety 

The safety related purpose of this manual requirement can be equally satisfied by 

maintaining the sUAS flight manual at the ground control point where the pilot flying the sUAS 

will have immediate access to it. Accordingly, Petitioner requests an exemption from § 

91.9(b)(2)'s flight manual requirements, on the condition that the sUAS flight manual be 

available at the control point during each operation. 

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 

8737,8738,9299,9299A,9565,9565B, 10167, 10167A, 10602,32827,and 10700. 

F. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness. 

This petition seeks an exemption from 14 C.P.R. § 91.7(a), which requires that a civil 

aircraft be in an airworthy condition to be operated. Inasmuch there will be no airworthiness 

certificate issued for the sUAS, should this exemption be granted, no FAA regulatory standard 

will exist for determining airworthiness. 

Equivalent Level of Safety 

The Petitioner's PIC has over 12,000 flight hours and a stellar safety record. Given the 

size of the sUAS and the requirements contained in the Manual for maintenance and use of 

safety checklists prior to each flight, an equivalent level of safety will be provided. 

The FAA has issued the following exemptions to this regulation: Exemption Nos. 8607, 

8737,8738,9299,9299A,9565,9565B, 10167, 10167A, 10602,32827,and 10700. 

17 
G. 14 C.F.R. § 91.103: Preflight Action. 

This petition seeks an exemption from§ 91.103, which requires a PIC to become familiar 

with specific information before each flight, including information contained in the FAA 

approved Flight Manual on board the aircraft. 22 Inasmuch as an FAA approved flight manual 

will not be provided for the sUAS, an exemption is requested. 

Equivalent Level of Safety 

An equivalent level of safety will be provided by following the Aircraft Operations 

Manual comprehensive preflight checklist. The PIC will take all actions, including reviewing 

weather, flight battery requirements, landing and takeoff distances, and aircraft performance 

data, before initiation of flight. 

H. 14 C.F.R. § 91.109(a): Flight Instruction. 

The Petitioner seeks an exemption from 14 C.F.R. § 91.109(a), which provides that "no 

person may operate a civil aircraft (except a manned free balloon) that is being used for flight 

instruction unless that aircraft has fully functional dual controls."23 sUASs and remotely piloted 

aircraft, by their design do not have fully functional dual controls. Instead, flight control is 

accomplished through the use of a control box communicating with the sUAS via radio 

communications. 

Equivalent Level of Safety 

Given the size and speed of the sUAS, an equivalent level of safe training can still be 

performed without dual controls because no pilot or passengers are aboard the sUAS, and all 

persons will be a safe distance away should the sUAS experience any difficulties during flight 

instruction. 

22 14 C.P.R.§ 91.103. 

23 14 C.P.R.§ 91.109(a). 

18 
The FAA has approved exemptions for flight training without fully functional dual 

controls for a number of aircraft and for flight instruction in experimental aircraft.24 

I. 14 C.F.R. § 91.119: Minimum Safe Altitudes. 

This petition seeks an exemption from the minimum safe altitude requirements of 14 

C.F.R. § 91.119. This Section prescribes the minimum safe altitudes under which aircraft may 

not operate, including 500 feet above the surface and away from any person, vessel, vehicle, or 

structure in non-congested areas?5 Section § 91.119( d)(l) allows for a helicopter to operate at 

less than those minimum altitudes when it can be operated "without hazard to persons or 

property on the surface," provided that "each person operating the helicopter complies with any 

routes or altitudes specifically prescribed for helicopters by the FAA. 

To provide the intended inspections, the sUAS will normally need to be operated within a 

range of approximately 50 feet from the infrastructure being inspected. Accordingly, due to the 

nature of the proposed operations, the PIC and the designated observer may at times be less than 

500 feet away from structures during the operation, and an exemption is therefore required. 

Equivalent Level of Safety 

Compared to flight operations with rotorcraft weighting far more than the maximum 15 

pounds proposed herein, and the lack of flammable fuel, any risk associated with these 

operations is far less than those presently presented with conventional aircraft. An equivalent 

level of safety will be achieved given the size, weight, speed of the UAS as well as the location 

where it is operated. As set forth in the Manual, the sUAS will be operated in a restricted area, 

where buildings and people will not be exposed to operations. Because of the advance notice, all 

affected individuals will be aware of the planned flight operations as set forth in the Manual. 

Furthermore, by operating at such lower altitudes, the sUAS will not interfere with other aircraft 

that are subject to the minimum safe altitude regulations. 

24 See Exemption Nos. 5778K and 9862A. 

25 See 14 C.P.R.§ 91.119(c). 

19 
J. 14 C.F.R. § 91.121: Altimeter Settings. 

The Petitioner seeks an exemption from 14 C.F.R. § 91.121, which requires a person 

operating an aircraft to maintain cruising altitude or flight level by reference to an altimeter that 

is set to the elevation of the departure airport or barometric pressure.Z6 An exemption is required 

because the sUAS does not have a barometric altimeter, but rather a GPS altitude read out. 

Equivalent Level of Safety 

An equivalent level of safety will be achieved by following the procedures set forth in the 

Manual. As prescribed in the Manual, the operator will confirm the altitude of the launch site 

shown on the GPS altitude indicator before flight. Prior to each flight, the PIC will reset the 

altimeter to zero and will fly the sUAS below 400 feet AGL. Moreover, the PIC will use the 

GPS altitude indicator to constantly monitor the sUASs height, thus ensuring operation at safe 

altitudes. 

K. 14 C.F.R. § 91.151(a): Fuel Requirements for Flight in VFR Conditions. 

The Petitioner seeks an exemption from 14 C.F.R. § 91.151(a)'s fuel requirements for 

flight in VFR conditions. Section 91.151(a) states: 

(a) No person may begin a flight in an airplane under VFR 

conditions unless (considering wind and forecast weather 

conditions) there is enough fuel to fly to the first point of intended 

landing and, assuming normal cruising speed 

(1) During the day, to fly after that for at least 30 minutes; or 

(2) At night, to fly after that for at least 45 minutes.Z7 

The battery powering the sUAS provides approximately 25 minutes of powered flight. 

An exemption from the 30 minute reserve requirement in 14 CFR § 91.151 is therefore required. 

26 See 14 C.P.R.§ 91.121. 

27 14 C.P.R.§ 91.151(a). 

20 
Equivalent Level of Safety 

An equivalent level of safety can be achieved by limiting flights to 45 minutes or 25% of 

battery power, whichever happens first. This restriction would be more than adequate to return 

the sUAS to its planned landing zone from anywhere within its limited operating area. Operation 

of the sUAS with less than 30 minutes of reserve fuel does not engender the type of risks that 

Section 91.151(a) was intended to alleviate given the size and speed of the small UAS. 

Moreover, operations will be limited to controlled areas where only inspectors or official 

representatives who have signed waivers will be allowed. 

This request for exemption falls within the scope of prior exemptions?8 

L. 14 C.F.R. §§ 91.203(a) and (b): Carrying Civilian Aircraft Certification and 

Registration. 

This petition seeks an exemption from civil aircraft certification and registration 

requirements of 14 C.P.R.§§ 91.203 (a) and (b). The regulations provide in pertinent part: 

(a) Except as provided in § 91.715, no person may operate a civil 

aircraft unless it has within it the following: 

( 1) An appropriate and current airworthiness certificate 

(b) No person may operate a civil aircraft unless the airworthiness 

certificate required by paragraph (a) of this section or a special 

flight authorization issued under§ 91.715 is displayed at the cabin 

or cockpit entrance so that it is legible to passengers or crew.29 

In addition to the fact that Petitioner is seeking an exemption from the airworthiness 

certificate requirements, an exemption to this regulation is necessary because: (1) the sUAS's 

load capacity and size does not allow it to carry certification and registration documents; (2) the 

sUAS does not have a cabin or cockpit entrance at which the documents could be displayed; and 

(3) there are no passengers or crew for whom the certificates need be displayed. 

28 See e.g. Exemption 10673 (allowing Lockheed Martin Corporation to operate without compliance with 

§ 91.151 (a)); see also FAA Exemptions 2689F, 5745, 10673, and 10808. 

29 14 C.P.R.§§ 91.203 (a) and (b). 

21 
If mechanical issues arise, the sUAS can land immediately and will be operating from no 

higher than 400 feet AGL. Moreover, the sUAS's small size, carrying capacity, and the fact that 

flight operations will only take place in restricted areas for limited periods of time, create less 

risk than the same factors associated with conventional fixed-wing aircraft and rotorcraft 

performing the same operation. 

VI. PuBLIC INTEREST 

Consistent with the requirements of 14 C.P.R. § 11.8l(d), Petitioner offers the following 

reasons why granting this petition for exemption is in the public interest, i.e., how granting it 

would benefit the public as a whole. Approval of exemptions allowing commercial operations of 

small and lightweight sUAS in the infrastructure inspection industry benefits the public as a 

whole in several ways. 

First, granting the Petitioner's exemption helps fulfill Congress' goal in passing Section 

333(a) through (c) of the Reform Act, namely, the FAA Administrator's assessment of whether 

certain UAS may operate safely in the National Airspace System before completion of the rule 

making required under Section 332 of the Reform Act. 

Next, the Petitioner's proposed operation significantly improves safety and reduces risk 

concerning infrastructure inspection by alleviating human exposure to dangers associated with 

current aerial survey and inspection methods. Manned helicopters performing utility-power 

generation inspections and patrols have experienced an exceedingly high number of accidents 

and fatalities. 

Other bridge inspection methods include utilizing a mobile inspection platform to lower 

inspectors over the side of the bridge. To employ this method, inspectors coordinate with the 

state department of transportation to close a lane of traffic for the length of the bridge. Placing a 

static vehicle in a lane next to moving traffic is particularly hazardous to motorists and the 

inspectors alike and has caused serious traffic incidents in the past. 

23 
Petitioner's sUASs are battery powered and create no emissions. If Petitioner's sUAS 

crashes, there is no fuel to ignite and explode. Any impact of Petitioner's lightweight sUASs is 

far less than a full size helicopter. The public's interest is furthered by minimizing ecological 

impact of an accident and by reducing human exposure to potentially harmful emissions 

associated with manned aircraft. 

Finally, aerial surveys are valuable tools for utility-power generation inspections. 

However, problems with safety, cost, statistical integrity, and logistics continue to impede aerial 

surveys and inspections from conventional manned aircraft. The use of sUAS addresses these 

problems and is a powerful tool for performing a wide-range of utility-power generation 

inspection and patrol applications. The public as a whole will benefit from the safer and more 

cost-effective utility aerial services that sUAS operations provide. 

VII. PRIVACY 

All flights will occur over Operations to be conducted over public or controlled access 

property. Additionally, all flight operations will be conducted in a "Sterile Area" as described by 

the Manual, in which all permissions will be gained by all official personnel and organizations 

present in the Sterile Area. 

Additionally, the U.S. Supreme Court has held that "'[a] person traveling in an 

automobile on public thoroughfares has no reasonable expectation of privacy .... "'32 Therefore, 

Petitioners use of sUAS does not pose a privacy threat to motorists traveling on the roadway 

inadvertently captured on video because they have no reasonable expectation of privacy. 

However, to further protect individuals who have had their image captured during an inspection, 

the Petitioner will sanitize the likenesses of individuals from the final product provided to the 

customer. 

32 U.S. v. Jones, 132 132 S.Ct. 945 (2012) quoting U.S. v. Knotts, 460 U.S. 276, 281 (1983). 

24 
VIII. FEDERAL REGISTER SUMMARY 

A. 14 C.P.R. Part 21, Subpart H - Airworthiness Certificates and 14 C.P.R. § 

91.203(a)(l). 

B. 14 C.P.R. Part 27: Airworthiness Standards: Normal Category Rotorcraft. 

C. Aircraft Marking and Identification Requirements: 14 C.P.R. §§ 91.9(c), 45.23(b) and 

45.27(a). 

D. 14 C.P.R. § 61.113 (a) and (b): Private Pilot Privileges and Limitations: Pilot in 

Command. 

E. 14 C.P.R. § 91.9(B)(2): Civil Aircraft Flight Manual in the Aircraft. 

F. 14 C.F.R. § 91.7(a): Civil Aircraft Airworthiness. 

G. 14 C.F.R. § 91.103: Preflight Action. 

H. 14 C.F.R. § 91.109(a): Flight Instruction. 

I. 14 C.F.R. § 91.119: Minimum Safe Altitudes. 

J. 14 C.F.R. § 91.121: Altimeter Settings. 

K. 14 C.P.R.§ 91.151(a): Fuel Requirements for Flight in VFR Conditions 

L. 14 C.F.R. § 91.203(a) and (b): Carrying Civilian Aircraft Certification and 

Registration. 

M. 14 C.P.R. §§ 91.405(a)(l); 91.407(a)(l); 91.409(a)(l); 91.417(a) and (b): 

Maintenance Inspections 

25 
IX. CONCLUSION 

The Petitioner moves the FAA Administrator to grant this exemption. Given the 

foregoing, the Petitioner's proposed usage does not pose a hazard to the NAS or to the public. 

Considering the clear statutory language in Section 333 of the Reform Act, the authority 

contained in the Federal Aviation Act, as amended, the equivalent level of safety to the public 

and to the men and women conducting infrastructure inspections, and the reduction in 

environmental effects, the grant of the requested exemptions is in the public interest. 

Accordingly, Petitioner respectfully requests that the FAA grant the requested exemption without 

delay. 

26 

Submitted on October 6, 2014 by: 

STUART C. SPARKER, E Q. 

Asymmetric Technolo es, LLC 

1395 Grandview A venue 

Suite #3 

Columbus, OH 43212 

General Counsel for Petitioner 
Operators handbook 1 md4-1 000 

Operators handbook 

md4-1000 

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Operators handbook 1 md4-1000 

Table of contents 

1. General ................................................................................................................................................ 4 

1.1. Safety instructions ............................................................................................................................ 6 

1.2. Statutory regulations for using the microdrone ............................................................................... 8 

1.3. Export terms ..................................................................................................................................... 8 

1.4. Technology and history .................................................................................................................... 9 

1.5. System overview ............................................................................................................................ 10 

2. The microdrone md4-1000 ................................................................................................................ 11 

2.1. General mode of operation of the md4-1000 microdrone ............................................................ 11 

2.1.1. Drive motor and motor controller ............................................................................................... 12 

2.1.2. The main on-board electronics ................................................................................................... 12 

2.2. Opening I putting on the cover ...................................................................................................... 13 

2.3. Inserting and connecting the flight battery .................................................................................... 14 

2.4. The rotors ....................................................................................................................................... 15 

2.5. Opening out and locking the arms ................................................................................................. 16 

2.6. The connections of the md4-1000 ................................................................................................. 17 

2.6.1. Configuration and data terminal. ................................................................................................ 17 

2.6.2. The control wires of the md4-1000 ............................................................................................. 17 

2.6.3 The servo connections of the md4-1000 ...................................................................................... 18 

2.6.4 Downlink transmitter connection ................................................................................................ 18 

2.6.5 Downlink receiver ......................................................................................................................... 19 

2. 7. Taking off and landing the microdrone .......................................................................................... 20 

2.8. Taking off in GPS position hold mode ............................................................................................ 21 

2.9. GPS waypoint .................................................................................................................................. 23 

2.10. The flight data recorder. ............................................................................................................... 24 

2.10.1 Preparing a new SD card for the flight data recorder ................................................................ 24 

2.11. Technical data of the md4-1000 .................................................................................................. 26 

2.12. Beeps of the microdrone .............................................................................................................. 27 

2.12.1. Error bleeps ............................................................................................................................... 27 

2.12.2. Status sounds ............................................................................................................................ 28 

3. Operating modes of the microdrone ................................................................................................ 29 

3.1. INS mode ........................................................................................................................................ 29 

3.2. GPS position hold ........................................................................................................................... 29 

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3.3. Dynamic position hold (DPH) function ........................................................................................... 29 

3.4. Teach-in function ............................................................................................................................ 30 

3.5. Waypoint function .......................................................................................................................... 30 

3.6. Homing function ............................................................................................................................. 30 

4. The remote control. ........................................................................................................................... 32 

4.1. Switching functions of the microdrone .......................................................................................... 33 

4.1.1. Control stick allocation ofthe remote control ............................................................................ 33 

4.1.2. Slide switches E and F of the remote control. ............................................................................. 34 

4.1.3. Switching functions of the remote control ................................................................................. 35 

4.2. Remote control settings ................................................................................................................. 36 

4.2.1. Trim of the control sticks ............................................................................................................. 36 

4.2.2. RC channel selection ................................................................................................................... 37 

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

4.2.4. Resetting the timer to 30 min ..................................................................................................... 37 

4.2.5. Teacher/student operation ......................................................................................................... 37 

4.3. Charging the remote control transmitter ....................................................................................... 38 

4.4. Bleeps of the remote control ......................................................................................................... 38 

4.5. The antenna of the hand transmitter ............................................................................................. 38 

4.6. Technical data of the hand-held transmitter ................................................................................. 38 

5. Camera .............................................................................................................................................. 39 

5.1. Camera suspension systems ........................................................................................................... 39 

5.2. Olympus camera ............................................................................................................................. 41 

5.3. Full HD Sony HDR-CX 740 VE camcorder ........................................................................................ 42 

5.4. CCD daylight camera ...................................................................................................................... 43 

5.5. Dawn (near IR) camera ................................................................................................................... 43 

5.6. Thermographic camera .................................................................................................................. 43 

6. The base station ................................................................................................................................ 44 

6.1. Connections and functionality ........................................................................................................ 44 

6.2. Charging the base station ............................................................................................................... 46 

7.0. The flight battery ............................................................................................................................ 47 

7.1. Safety and care information on the battery ................................................................................... 47 

7.2. The charging case ........................................................................................................................... 48 

7.2.1. Connection ofthe battery to the charging case .......................................................................... 49 

8. Safety procedures .............................................................................................................................. 50 

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Operators handbook 1 md4-1 000 

1. General 

The md4-1000 systems by microdrones are remote-controlled automatic flying platforms. They can be 

used to take photos, record videos and perform any other observation and inspection work. The 

systems use a quadrotor carrying system with state-of-the-art technology. You can take high-quality, 

professional pictures and videos from the air thanks to a torsionally resistant, extremely light CFRP 

body and an advanced electronics system. The technology used in the aircraft is normally only found 

in manned planes, e.g. GPS, inertial navigation system, autopilot and flight data recorder. 

The GPS position hold function uses GPS to keep the 

microdrone hovering in its current position even when 

the wind is blowing. So the operator can concentrate 

fully on operating the camera without having to fly the 

microdrone against the wind at the same time. 

The system is particularly powerful and highly 

effective thanks to the highly advanced carrying 

platform, a ground station and a notebook with 

appropriate software. It is also very cost-efficient 

compared to conventional aerial photography 

platforms. 

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1.1. Safety instructions 

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

at the area of use. 

Always keep a safety distance of 5m towards any kind of objects. 

Always keep a safety distance of 1Om towards people and animals. 

When calculating the flight time always include the time required to fly back and descend. It is 

not a good idea to have the microdrone ascend to 500 m and then descend through the final 

100m in emergency landing mode because the battery is almost empty. 

When planning waypoint flights, always take the GPS resolution into account as it might change 

depending on local conditions. Always calculate in a safety buffer if you want to fly the 

microdrone close to obstructions. 

Never save other data to the SO card of the microdrone. The entire content of the SD card is 

managed by the microdrone or mdCockpit. Even if it appears that there is space, there is not: 

the flight data are recorded directly to the sectors of the SO card and cannot be seen in the 

table of contents. If you write other data to the SO card of the microdrone, the chances are that 

you are will overwrite flight data. In such cases microdrones cannot be held liable for technical 

defects if their cause cannot be traced due to overwritten flight data. 

Try not to fly directly over the RC transmitter. In this position the RC could fail if the signal is 

shielded by the housing of the microdrone, making the microdrone lose control. The distribution 

of the radio waves is also poor in this position, augmenting this effect. 

Avoid flying in or close to model aircraft clubs due to frequency interference from other 

transmitters. 

Do not fly close to airports and avoid flying in the vicinity of military 

complexes or model aircraft clubs or other strong transmitters. The 

systems used in such places create interference which could badly 

disrupt the microdrone and might even disable the emergency program. 

Therefore, keep to a distance of at least 5 kilometres from airports. 

Due not fly close to high-voltage lines, transformer stations and power 

plants. 

Do not fly directly over persons, because if there is an accident, the 

falling microdrone could injure someone. 

Do not fly directly over water. If it cannot be avoided, then remain at 

least 10 m above the surface. 

Avoid 'linear descents', i.e. flying down vertically. Instead fly down in 

large spirals or from side to side. If you fly directly down, the microdrone 

becomes less stable as it is flying in its own downwash and the motor 

power has been throttled back for descent. 

Pay attention to the mdCockpit speedometer when descending. Do not push the throttle down 

fully for a long time. Descent is normally at the end of the flight when the battery is often almost 

empty. If you begin the descent too fast, particularly if carrying a large load, the microdrone 

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Operators handbook 1 md4-1 000 

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

Do not adjust the trim of the remote control. Otherwise the microdrone might perform flight 

manoeuvres unexpectedly and lose control. 

Pay attention to local wind conditions. The microdrone has not been designed to fly when the 

wind speed is higher than 12 m/s. Even a wind speed of 4-5 m/s might be too much for 

inexperienced pilots to handle. Pay attention to the wind information and warnings in 

mdCockpit. 

Never fly with a cold battery. The LiPO cells used are powerful, though very sensitive to 

temperature. When temperatures are low, the battery's voltage might unexpectedly plunge, 

causing the microdrone to lose control for lack of power. 

Only take off if the battery is fully charged. A lack of power is often the cause of emergency 

situations which could have been avoided. 

Before taking off, ensure that the rotors are properly attached. Even if the rotors are not about to 

come off, poorly fastened rotors subjected to a load could touch the housing of the microdrone. 

This could result in much higher power use and a considerable reduction in flight time. 

Be careful if the Waypoint auto execute function is active. Once the battery has been inserted, a 

GPS signal has been detected and if the destination is within range, the microdrone sets out on 

the waypoint route automatically. 

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

The transmission aerial of the hand transmitter (remote control) has to be fully extended during 

flight. If it is not, there is an acute risk of losing control of the microdrone suddenly after a short 

distance. Also ensure that the receiving antenna is correctly installed and in place on your 

microdrone. 

Take off immediately after connecting the battery. Don't let the microdrone idle before takeoff. If 

you don't do so it is possible that the microdrone takes off on its own due to a wind gust etc. 

Always let the microdrones settle to its ambient temperature before takeoff. This does not apply 

to the battery itself! A difference of more than 5 co between the ambient temperature and the 

temperature of the sensitive components and sensor inside the microdrone may cause serious 

misbehaviors. 

Never use the microdrone without rotors (for tests etc.). The exceptional high rpm may cause a 

damage of the drives and other related electronic parts. 

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

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

the ground. 

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1.2. Statutory regulations for using the microdrone 

The user alone is responsible for using the system and must ensure that appropriate registrations are 

made and that statutory provisions governing the system md4-1000 at its place of use are complied 

with. 

Check in particular that using the 

../ remote control, 

../ video transmitter 

../ and the aircraft itself 

is not against the law. 

Due to different rules governing flight permits, maximum altitude, liability insurance, etc., the user must 

himself find out about compliance with regulations and provisions that apply in the area he intends to 

use the microdrone. 

Under no circumstances can microdrones GmbH be held liable for: damage to the microdrone or any 

other kind of damage; consequential damage; direct or indirect damage; or financial loss or 

interruption to operations due to: improper use of the microdrone by you or third parties; unforeseeable 

or abnormal circumstances; or general operation of the microdrone. 

Aviation liability insurance has to be concluded! 

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

1.3. Export terms 

The md4-1000 is a dual-use good, meaning that it can be used in Germany and the rest of the EU for 

military and civilian purposes. Therefore the 'Council Regulation (EC) np 133412000 of June 2000 

setting up a Community regime for the control of exports of dual-use items and technology' 

applies to international transport and export. 

In particular the above regulation stipulates that an export permit must be obtained from national 

authorities if the md4-1000 or one of its components is exported to countries for which there is no 

general export authorization. Countries for which there are currently (July 2007) such general export 

authorizations: 

Australia, Canada. Japan, New Zealand, Norway, Switzerland and the United States of 

America, ... 

You can find the complete list and more information at: 

http://ec.europa.eu/trade/creating-opportunities/trade-topics/dual-use/ 

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

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Operators handbook 1 md4-1000 

1.4. Technology and history 

VTOL is an acronym for vertical .take-off and landing. 

It denotes the ability of an aircraft to take off and land 

vertically without a runway. Helicopters also come 

under the VTOL category. 

A quadrotor (from the Latin quadrum - four) is an 

aircraft that is lifted by four rotors or propellers 

operating in the same plane and working vertically 

downwards to achieve lift and, from the inclination of 

the rotary plane and different rotor speeds, thrust. 

Picture: 'Flying Jeep' Curtiss-Wright VZ-7AP 

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

descriptions include quadrotor helicopter and quadcopter. 

The advantage of this type of construction is that, if the directions of rotation are suitably positioned, all 

three axes can be controlled simply by varying the thrust and therefore the torque of the four 

propellers. Complicated swash plates as used on helicopters or other actuators are therefore not 

necessary. Nor is there drift as encountered with a tail-rotor configuration. And it does not matter 

whether the thrust is regulated by using differences in rotational speed or the pitch of the respective 

propeller. The thrust change just has to occur fast enough. If the aircraft thrust is controlled by rotor 

speed, this is done by using e.g. stepless transmission or electric motors. 

When helicopters were first developed, several rotors 

were often used as the use of swash plates had not 

yet been practically conceived. The French pioneer 

of aviation Etienne Oehmichen had experimented 

with rotating wings as early as 1920 before his 

Oehmichen No. 2 (see picture) took to the skies on 

11 November 1922. The four rotors of this early 

quadrotor were elastic and their pitch could be 

changed using cables. 

Next to them were an additional eight propellers acting horizontally to stabilise the aircraft and provide 

thrust as the rotors could not yet be controlled precisely enough. The Oehmichen No. 2 was the first 

reliable aircraft that could take off vertically. It completed more than 1000 flights and got into the record 

books on 4 May 1924 by flying for 14 minutes and doing a kilometre circuit. 

With the development of the swash plate and tail-rotor, tandem and coaxial constructions, the 

quadrotor went off developers' radar. Not until a general interest for VTOL vehicles in the 1950s did 

quadrotors fly again. 

Manned quadrotors are currently not used. Though they are often used as drones and UAVs. This is 

because of developments made in electronics, sensory systems and lightweight materials. 

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Operators handbook 1 md4-1000 

1.5. System overview 

A md4-1 000 system basically consists of the microdrone in the transport box, a charging case and the 

ground station which is in its own case. The following picture shows the entire set. Optional extras 

include diverse cameras, a mobile video receiver and waypoint navigation. 

The md4-1000 microdrones have been manufactured from carbon fibre and top quality high-tech 

materials to be very lightweight. They should be treated with appropriate care. 

Picture: entire md4-1000 system 

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• 

Operators handbook 1 md4-1 000 

2. The microdrone md4-1 000 

2.1. General mode of operation of the md4-1 000 microdrone 

As already mentioned, the md4-1000 microdrone is a quadrotor aircraft. When hovering all the rotors 

operate at the same speed, as shown in the following diagram. Positional changes can be made by 

adjusting the speeds of individual rotors. 

• Forward flight/reverse flight by tilting forward or back 

about the horizontal axis, i.e. accelerating or braking (nick 

or pitch) -> alter speed and therefore thrust ratio between 

A and C. 

• Lateral flight by tilting about the longitudinal axis, side 

movement (roll)-> alter thrust ratio between 8 and D. 

• Rotating about the lift axis (yaw) -> alter thrust ratio in 

pairs between A-C and 8-D. 

• Climbing or going down (throttle) -> increase or decrease 

the thrust of all rotors uniformly. Diagram: Motor schema 

Any position can be achieved with a combination of these basic commands. The device maintains the 

desired height using the temperature-compensating, barometric height control. 

This four-rotor concept, where pairs rotate in opposite directions, mean the torques are cancelled out 

when the rotors are at the same speed. A tail rotor, which reduces the performance of conventional 

helicopters because it does not generate thrust, can therefore be left out. 

The microdrone and its motors are maintenance-free. Only the batteries are subject to wear. The front 

and back rotors rotate to the left, the two side rotors to the right. When climbing all four motors are 

under the same load, when descending the power of all of them is reduced. If you move the aircraft 

forwards, the speed of the back rotor is increased and the speed of the front rotor is decreased by the 

same amount. If you roll the aircraft to the left, the right motor revs up and the left one slows by the 

same amount. To turn the microdrone to the left, the speed of the left and right rotors is increased and 

the speed of the front and back rotors is reduced. This creates torque resulting in rotation about the lift 

axis. 

The two control sticks on the remote control transmitter 

shown in the adjacent diagram control the microdrone. 

The right stick controls forward and back movement 

(nick or pitch) and movements to the sides (roll). 

If the left control stick is moved forward, the 

microdrone climbs (throttle). If the control stick is 

moved back, the device goes down. Movement of the 

stick to the side causes rotation about the lift axis 

(yaw). 

Picture: The hand-held transmitter 

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Operators handbook 1 md4-1 000 

2.1.1. Drive motor and motor controller 

The 42-pole motor weighs 250 grammes and has a 

diameter of 86 mm. The brushless external rotor motor 

(see adjacent diagram) with 36 grooves and 48 

magnets has a synchronous commutator. 

The motors are controlled entirely via a CAN bus system at which every motor has its own address. 

The interplay of these components creates a control circuit that enables, due to the dynamics of the 

whole unit, the motor speeds to be controlled quickly, therefore stabilising the md4-1 000. 

2.1.2. The main on-board electronics 

The heart of the electronics system is the IMU module 

(IMU = Inertial Measurement Unit}, the positional 

control system with barometric height stabilisation. It is 

a combination of three positional and acceleration 

sensors that are merged in what is called a Kalman 

filter. The two 32 bit micro-controllers ensure that all 

data is calculated fast. 

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Operators handbook 1 md4-1000 

2.2. Opening I putting on the cover 

Caution: 

Check the lock before starting! Never lift 

microdrone at the top cover. Check it by 

slightly turning cover left/right in order to 

assure proper fitting. 

microdrone with closed cover. It is locked if the 

arrows are not opposite each other. 

To open the cover, hold the cover with one 

hand and the bolt with the other. 

Push the bolt down to unlock, now the cover 

will turn. 

Turn the cover whilst pushing down the bolt 

until the two orange arrows are opposite one 

another. 

You can now carefully remove the cover. 

When removing the cover, ensure that you do 

not accidentally tear off the GPS cable 

between the cover and microdrone or trap the 

cable when putting the cover back on. 

Once you have released the GPS cable from 

the microdrone, you can take the cover off 

completely. 

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2.3. Inserting and connecting the flight battery 

The battery is brought into the correct position 

by the side guides highlighted in the adjacent 

picture. The battery has three projections on 

the side that should engage under the three 

guides. 

Put the battery between the side guides and 

slide it under the holders. 

When inserting the battery, ensure that the 

snap-in nose behind the battery locks properly. 

To take out the battery, hold down the snap-in 

nose with your thumb and using your other 

hand push out the battery through the side 

guides. 

If the battery has been inserted properly, the 

microdrone's connections will be coupled to the 

battery. 

The left one is the negative connection. 

The right one is the positive connection. 

The balancer connection ensures the individual 

cells charge uniformly. It also checks the cells 

when charging and discharging. It is only 

required for the charging or discharging 

process. 

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2.4. The rotors 

The md4-1000 has two rotors that rotate to the left (counter clockwise I CCW) and two that rotate to 

the right (clockwise I CW). The rotors are made from carbon, are robust and, together with the 

motors, are highly efficient. Before every flight, check for visible cracks to prevent problems during 

flight and crashes. 

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

Every rotor is fastened to the motor of the microdrone with four Allen screws (M3x16). The torque of 

the screws is 0.7 Nm. 

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2.5. Opening out and locking the arms 

Upon delivery or after transporting the microdrone in the transport box, the arms are folded up. The 

following diagram shows how the arms are opened out. 

Folding them up is done in the reverse order. 

To open out the arms, release the lock hook from 

the connecting bolt. 

Then remove the connecting bolt from the side 

so that the arm can be put into place. 

Lift the arm and fasten it in place with the 

connecting bolt. 

After you have pushed in the connecting bolt, it 

has to be adjusted with the lock hook. 

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2.6. The connections of the md4-1 000 

2.6.1. Configuration and data terminal 

To adjust the configuration of the microdrone or to upload waypoint routes to the system, a connection 

with the PC has to be established. Use the adapter supplied to connect the microdrone by USB. 

The connection on the microdrone is right next to the plug-in 

connection for the GPS module. It is slightly smaller and 

marked with 'FC' and 'NC'. Which micro-controller establishes 

the connection depends on which way around the plug of the 

adapter cable is inserted. For configuration or to upload the 

waypoints, the flight controller has to be connected with the 

PC. So the white mark on the microdrone end of the adapter 

(1) should point in the direction of the mark FC (3). 

The connection to the navigation controller NC (2) is normally 

only required for servicing or a firmware update. 

2.6.2. The control wires of the md4-1 000 

The picture shows the underside of the microdrone and its connection wires and the downlink 

transmitter. The downlink transmitter sends videos and data wirelessly. 

The connection wires coming from the microdrone for the camera and zoom and the power supply for 

the download transmitter are showing. 

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

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2.6.3 The servo connections of the md4-1000 

This detailed picture shows the 4 servo connections of the 

md4-1000. 

Servo 1 is for the pitch adjustment, servo 2 for adjusting 

the roll angle and connections 3 and 4 are AUX channels, 

i.e. they are unassigned. 

If you are looking at the back of the microdrone and use 

the front (marked) arm as a reference point, the 

connection for servo 1 is on the left. Servo 2 is connected 

to the second connection from the left, etc. 

When connecting the servos, check that the servo wire is 

inserted the right way around. 

The orange wire should point in the direction of the front 

arm (arm with red mark). 

2.6.4 Downlink transmitter connection 

A digital download link is shown on the picture. 

Spannungsanschluss 

DC 

VideaAnschluss 

Konfiguratlo~ anschluss 

The download link transmitter is supplied by 

BMS. It is small and light, has a particularly good 

signal quality and a very low signal delay. 

This transmitter allows us to send wirelessly 

video, audio and any other data from the 

microdrone to the ground station. 

Special characteristics: 

• Low signal delay (approx. 40 ms) 

• Power supply 6 to 16 V 

• Frequency range 2.2 to 2.6 GHz 

• MPEG-2 encoding 

The power supply connector of the downlink transmitter is connected with the power supply connector 

of the microdrone. The video connection of the transmitter is connected with the camera used. 

The configuration cable is only used internally for servicing. 

The analogue transmitter differs from the digital transmitter in a number of ways. The cooling fins 

make the digital transmitter look different. The digital transmitter has cooling fins, the analogue 

transmitter does not. 

Nor does the analogue transmitter have a configuration cable. The third difference is the analogue 

transmitter's lack of antenna filter. 

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2.6.5 Downlink receiver 

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

Digital Analogue 

Caution: 

When connecting the digital antenna, make sure that the small slide switch is in the DATA 

position so that it can also receive data sent from the microdrone. 

The CON FIG switch position is for service work. 

Technical data of the downlink receiver 

Frequency range 2.3 ... 2.5 GHz 

Channels 16 (can be set via the channel selector switch) 

Video output 1 Vss +/- 0.1 Vss @ 750 0 

Video bandwidth 30 Hz ... 5 MHz 

Audio input 500 mW effective at > 1 kO 

Audio bandwidth 15Hz ... 16KHz (3 dB) 

Energy supply 230 V mains, 12 V vehicle, flight battery 

Special features )- External diversity box with 4 antennas 

)- Audio stereo channel display 

)- Switch channel 

)- Display of the relative reception strength 

)- Video picture inversion 

)- Automatic channel switching 

)- Video audio mute function 

)- 5 V output for antenna input amplifier 

)- Video detect output 

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2. 7. Taking off and landing the microdrone 

.,"-, Put the microdrone onto a flat surface about 10m 

'·· .,..,, away from you. If the microdrone is too lopsided, 

'··--, Sm the electronics will register this and will not let the '·-,,.. 

'··,..,_ rotors start as they might otherwise come into 

~ 

contact with the ground. 

. • . Always ensure that grass does not entangle with 

the axles of the motors. //>' 

_..,../ 

Fly in a range of about 80° in front of you. Avoid / .. / 

/,/'" flight to your side or above you. 

/ . / / 

Diagram: Schema of the start position 

'Nose in hover', that is hovering with the front, orange arm pointing towards you, requires special skill 

and must be practised sufficiently in the simulator. Beginners in particular quickly run into difficulties. 

Nose in hover is not needed in normal operation. It poses a coordination risk and therefore should be 

avoided . 

.&. Do not leave the microdrone stationary for too long before taking off. It could lead to the 

microdrone developing an incorrect model for the sensor filter, leading to unpredictable flight 

manoeuvres . 

.&. In particular, do not leave the microdrone on the ground with its motors running. Otherwise the 

microdrone would already be in flight mode. This increases the risk of a defective filter model 

and unpredictable flight manoeuvres . 

.&. Take off as soon as possible after inserting the battery! 

.&. If the microdrone is on the ground in flight mode, it could take off autonomously at any time as 

a gust of wind or changes in the air pressure could make it think it is already flying . 

.&. Never let the microdrone run without the rotor blades (e.g. for test purposes)! The 

unnecessarily high speeds could damage the motor or its electronics. 

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2.8. Taking off in GPS position hold mode 

Flying in GPS position hold mode is easy and makes operation of the microdrone simple. During flight 

you can release the operating buttons of the remote control and the microdrone will remain in its 

current position (hovering). 

The GPS antenna is incorporated in the cover see picture below. When removing the cover, be careful 

not to tear off the connection wire for the GPS receiver. 

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

microdrone. 

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

If the battery has been inserted and the cover has been connected to the microdrone with the GPS 

receiver, you can take off. The take-off sequence is as follows: 

Switch on the microdrone with the RFID tag. To 

do this hold the RFID tag to the red mark of the 

microdrone (see picture on the right). 

The microdrone will emit a single bleep. 

The start-up procedure now begins. 

First, the remote control is registered. While it is 

registered there are several bleeps in quick 

succession. 

If the remote control has been registered, 

confirmation is given with a slow sequence of 

bleeps. Picture: Switching on with RFID tag 

After the remote control has been registered, a search begins for the GPS signal. The GPS signal is 

registered via the GPS antenna in the cover of the microdrone. If there is no GPS signal available, 

there is a slow sequence of bleeps. The better the reception, the faster the beep. Once GPS is ok you 

can hear a double bleep. 

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

and the precision. 

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Once the microdrone has emitted a double bleep, 

the motors are started using the motor slider 

switch 'F' in the adjacent picture. 

CAUTION: Once the motors have started up, 

the microdrone is in flight mode and must be 

supervised at all times. You should also take 

off now to avoid the microdrone acting 

uncontrollably (this could happen if you wait 

too long) on the ground. If the microdrone is 

in flight mode - i.e. the motors are running -

the microdrone wants to fly. Picture: Starting the motors 

If the microdrone is not yet ready to take off in GPS position hold mode but the motor slider is actuated 

anyway, several bleeps in succession are emitted as a warning. Taking off like this is not possible. 

You can pull the connection to the cover and fly without GPS too. But you have to do this before 

inserting the battery. 

As an exception, you could skip the search for GPS satellites by using the 'E' slide switch (see picture 

above). The microdrone will then continue to search for satellites when airborne. To skip the GPS 

search, slide the E switch forward for 2 seconds and then slide it back. The microdrone will 

acknowledge this acoustically. This should only be done as an exception because when the 

microdrone finds the satellites during flight, it might turn about the lift axis to align itself. 

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

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2.9. GPS waypoint 

The GPS waypoint option allows a predefined route to be flown automatically. The route can be 

defined on the notebook or using a teach-in procedure (also see mdCockpit handbook, waypoint route 

planning). 

The screens hots are of the Waypoint editor. 

mdCockpit has a very simple flight 

planning module for automatic flights 

with waypoint navigation. It even 

makes it possible to change the flight 

plan completely at short notice on 

location or to enter completely new 

routes with just a few clicks of the 

mouse. 

All flight routes can be saved on the 

hard drive of the ground station 

notebook and are available again 

within just a few seconds. 

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2.1 0. The flight data recorder 

The md4-1000 has a flight data recorder which records the flights internally on a micro SO card. This 

is basically like the blackbox found in commercial aeroplanes and continually records the current flight 

status, sensor values and all flight commands received from the remote control. 

The card is slightly hidden on the bottom of the mother board of the flight controller as the green 

arrows in the following pictures show. 

To remove it, push carefully with your finger against the edge of the card. 

It will go in slightly. Upon retraction, it jumps out of its holder and can be 

removed. The card can be read using the supplied SO card adapter. 

mdCockpit application software can be used for reading and then 

evaluating the data. 

~ WARNING: Please do not save other data to the SD card of the 

microdrone. The entire content of the SD card is managed by the 

microdrone or mdCockpit. Even if it appears that there is space, 

there is not: the flight data are recorded directly to the sectors of 

the SD card and cannot be seen in the table of contents. If you write 

other data to the SO card of the microdrone, the chances are that 

you are will overwrite flight data. In such cases microdrones cannot 

be held liable for technical defects if their cause cannot be traced 

due to overwritten flight data. 

2.1 0.1 Preparing a new SO card for the flight data recorder 

If you want to use a new SO card to record flight data, it has to be prepared for use with the md4-1 000. 

Download the official SO Association formatter (https:l/www.sdcard.org/downloads/formatter 31) and 

install it on your PC. Insert the new SO card into the card reader of your PC and select its drive letter 

in the SO formatter. Under Option select Format type: FULL (OverWrite) and Format Size Adjustment: 

ON. Begin formatting. During formatting do not remove the card or card reader from your PC. 

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Afterwards the microdrone has to format the card to create the 

fundamental structures of the flight data recorder such as the table of 

FoRMAT TYPE HE9~U!!:i!itiM'~L:.:J ~1 contents. Therefore, insert the card back into the microdrone and 

~~~~~;rMsE~~ JoN .J connect the FC interface to your PC as described in chapter 2.6.5. 

Open a terminal dialogue, select the tab Drone Options. In the bottom 

oK [ cancel area called Special Functions you will see the button Format SD card 

in the microdrone. 

After this the SD card is ready to be used with the md4-1000. If required, you can also use the existing 

connection to upload to the microdrone using the waypoint editor. 

You can proceed in the same way if you want to repair a faulty SD card. However, before doing this 

you should use the data analysis tool in mdCockpit to read out in comprehensive mode all data still on 

the card so that records are not lost (see chapter 5.4 (3) of the operating instructions for mdCockpit. 

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2.11. Technical data of the md4-1 000 

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Technical Specifications 

Vehicle mass 2650g 

Payload mass 800g (recommended) 

Payload mass 1200g (maximum) 

Battery 6S2P LiPo 

22,2V /13Ah 

Climb rate 7,5 m/s 

Cruising speed 12,0 m/s 

Peak thrust 118,0 N 

Endurance up to 88 min. 

Flight radius approx. 500m on C&C 

Ceiling altitude 1000m (relative to take-off) 

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

Operational Conditions 

Temperature range -10 .. 50°C 

Humidity max. 90% r.H. 

Wind tolerance 12 m/s 

Dimensions 

Diameter 1135mm 

Height 495mm 

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2.12. Beeps of the microdrone 

To make using the md4-1000 easy, the microdrone has a small loud speaker. This loud speaker 

makes bleep sounds to give you information on the status of the microdrone. Only important statuses 

are conveyed by a bleep so as not to confuse you. All information and statuses are available to you 

via the downlink when using the base station, and via the serial interface of the computer. 

The first acoustic sign of life is emitted directly after switching the microdrone on with the RFIO tag. 

Short acknowledgement bleeps are also emitted after successful initialisation of the microdrone and 

after landing. 

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

A distinction can be drawn between error bleeps and bleeps on the status of the microdrone. 

2.12.1. Error bleeps 

All error messages are introduced clearly by a sequence of sounds: 3 successive bleeps. Following 

this signal, the error code is provided by a number of lower pitched sounds that follow it. The error 

status can be determined using the following table: 

Number Designation Description Remedy 

of bleeps 

1 RC key Unknown RC command Check command 

pressed 

2 SO memory SO card not inserted I incorrectly Check/insert SO card* 

card formatted 

3 Motor At least one motor has an error Re-insert battery; if error status 

re-occurs, contact microdrones 

4 EEprom Initialisation values invalid Check the initialisation values 

with serial connection 

5 Waypoint Programmed WP flight not possible Check WP list and correct if 

invalid - route length too long (incorrect start necessary Select start point 

point) correctly. 

- WP flight contains errors 

Apart from error codes 1 and 5, the errors only occur immediately after inserting the battery, i.e. during 

the initialisation process. 

*)If a high-pitched uninterrupted rapid bleeping follows this error signal, an error recording data to the 

SO card could have occurred. To avoid flight data being lost, the microdrone will block any take-off 

attempts until the problem has been rectified. Please read out all data still on the card using the data 

analysis tool in mdCockpit in comprehensive mode (see chapter 5.4 (3) of the mdCockpit operating 

instructions) and then format the card as described in chapter 2.1 0.1 of this manual. 

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2.12.2. Status sounds 

There are sounds other than error messages that could occur during operation of the md4-1000. They 

are easily to identify as they take the form of sound sequences. The table provides an overview of the 

status sounds. The sounds could be emitted during initialisation or whilst the md4-1000 is flying. There 

might also be situations where several error sounds are emitted. But so you can easily identify the 

error only the most important error sound is emitted. The priority of the status sound is given by the 

number in the table. The smaller the number, the more important the status information. The battery 

emergency threshold has the highest priority. The quality of the GPS signal has the lowest priority. 

Priority Designation Length of Pause Remedy 

sound (ms) duration 

(ms) 

Battery emergency very short medium Land immediately! 

threshold reached (50) (200) 

2 Battery warning short long Prepare to land soon 

threshold reached (100) (400) 

3 Incorrect alignment short short Check take-off position 

for take-off (100) (100) 

4 Magnetometer value medium medium Check take-off point 

range exceeded (200) (200) - Metallic objects 

-Magnets 

- Check magnetometer calibration 

5 WP convert success very long very long - valid WP found on helicopter 

(800) (800) 

6 WP auto execute short very long 

countdown (1 00) (1000) 

7 WP auto execute 3 x short short Autostart active without remote 

active (100) (100) control 

8 GPS valid 2 x short very long Double bleep signifies GPS is 

(100) (1000) ready 

9 GPS quality Quality- Quality- Wait for GPS to be ready 

indicator dependent dependent 

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3. Operating modes of the microdrone 

The condition for the following operating modes is a very good GPS signal with a resolution of about 

2.5 m. If the GPS accuracy is less than this- larger than 2.5 m-then this has a negative effect on 

flight behaviour. 

The different flight modes can be set in mdCockpit. 

The mdCockpit operating instructions tell you how to make these settings. 

3.1. INS mode 

In this mode the operator pilots the microdrone without help from GPS position hold or dynamic 

position hold. You must be very experienced to use this mode as the microdrone provides no 

positional help. The operator has to steer the vehicle taking the wind into account and must react to 

every undesired influence of the wind. This requires a high degree of alertness and confident handling 

of the microdrone. Only experienced pilots should control the position angle using the control stick, 

and only in exceptional cases. 

As the operating modes that have automatic flight control require a sufficiently strong GPS signal, the 

INS mode is the only way to fly if the GPS signal is very bad or non-existent. 

Of course there are situations when the GPS signal is not good enough, e.g. if you are taking off 

between two houses, and taking off without GPS is unavoidable. To cater for this there is a function 

that allows the operator to override the GPS signal for take off. To do this, push the E slider switch of 

the remote control forward for a short time and then push it back. The microdrone responds to the 

GPS override by emitting a sound. The microdrone can now take off. In the air the microdrone 

continues to search for GPS satellites to allow GPS-aided flight, and the mode is switched to GPS 

position hold or dynamic position hold as soon as possible. 

3.2. GPS position hold 

If you release the control stick during manual flight when In GPS position hold mode, the microdrone's 

current position will be maintained. This means that the microdrone remains in its current position and, 

if required, will fly against the wind to do so. The benefit of GPS position hold is that it allows the user 

to concentrate on the task itself, e.g. taking photos. 

To exit position hold, you only have to move the control stick 5% out of its neutral position. You have 

to be very careful at this point as this is where the most frequent errors are made. If the microdrone is 

in the wind and in GPS position hold mode, the microdrone counteracts the effect of the wind 

automatically. When you exit GPS position hold mode, you have to counteract the wind yourself. 

Depending on the strength of the wind, you have to counteract it sufficiently. An error often made here 

is that users do not counteract the effect of the wind to a sufficient extent. If they do not, the 

microdrone drifts with the wind and inexperienced pilots then release the control sticks to put the 

microdrone back into GPS position hold mode. If this process is repeated several times, the 

microdrone could drift a long way. The above situation requires you to fly against the wind with enough 

power to counteract it before moving on. To fly onwards against the wind, you have to be even more 

assertive with the control stick. 

3.3. Dynamic position hold (DPH) function 

It is possible, from firmware version 2.8, to activate Dynamic Position Hold (DPH) when flying the 

microdrone manually. You do this with the G switch. The middle position means DPH is off and 

forward/up means it is on. 

Dynamic position hold is a type of autopilot (do not confuse with waypoint function) for the microdrone. 

Dynamic Position Hold is a further development of GPS position hold. In GPS position hold the current 

position is only held when the control sticks are released. When you use the control sticks again, you 

exit GPS position hold mode and you have to fly the microdrone yourself (taking any wind into account 

if necessary). The stronger the wind, the stronger you have to counteract its effects. In Dynamic 

Position Hold you do not have to counteract the wind. You fly the microdrone comfortably using the 

control sticks according to the GPS coordinates you want to move to. In this way the microdrone is 

sent a new GPS position which it moves towards and maintains automatically until you give another 

command via the control sticks. This prevents the microdrone from drifting in the wind. 

In mdCockpit under microdrone settings I DPH you can select different DPH settings: 

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Setting Function 

Mode 0: OPH function deactivated 

Mode 1 : OPH function activated 

Mode 2: OPH function can be set via switch G: 

G in 'middle' position: 

Gin 'top' position: 

3.4. Teach-in function 

OPH deactivated 

OPH activated 

The teach-in function is activated by pulling back/down switch G for at least 3 seconds. This saves the 

current waypoint coordinates such as position, orientation and altitude to the SO card of the 

microdrone. Though there can be no waypoint route already on the SO card. If this is the case, the 

teach-in function cannot be used. The main reason for the teach-in function is to create and calibrate 

your own extremely precise map material so you can fly waypoint routes safely. To see how this is 

done in detail, please see the mdCockpit instructions under Waypoint Editor /Importing map pictures 

from files. 

3.5. Waypoint function 

The waypoint function allows you to automatically fly a predetermined route (according to predefined 

positions: GPS position, altitude and orientation}, e.g. to take pictures. 

Waypoint is activated by pushing up/forward the G switch whilst pushing down the H button. For this to 

work there has to be a valid waypoint route on the SO card of the microdrone. 

If you are in waypoint mode and you put the G switch back in the middle position, the microdrone will 

stop flying the waypoint route and you are again in control of the microdrone. To take up the waypoint 

route again, hold down the H button and move the G switch back to the forward/top position. The 

microdrone will now return to where its waypoint route was interrupted and continue from there. 

3.6. Homing function 

In this operating mode the microdrone automatically flies to the first position from which it received a 

valid GPS signal (point of first fix). This position is also normally the take-of position, provided the GPS 

signal was strong enough for take-off. 

The homing function can be triggered with the remote control. To do this the function Homing via RC 

switch has to be activated in mdCockpit. Once activated, if you move the G switch back/down whilst 

holding down the H button, the homing function is triggered. You can also activate the option Auto 

homing upon RC loss in mdCockpit. This activates homing automatically once the RC outage time has 

exceeded a defined value. This value can also be set in mdCockpit. If this setting has been 

deactivated and the RC outage time is exceeded, the microdrone goes into emergency landing mode 

and lands. 

There are three important things that the homing function enables: Once the function has been 

activated, the microdrone aligns itself to the line of sight of the operator. This assumes that the 

operator is at or close to the point of first fix (ideally the take-off position). 

In mdCockpit you can reverse the alignment during the automatic return flight so that the microdrone is 

not aligned to the line of sight of the operator, instead it faces the operator. 

Secondly, the microdrone flies at the safe altitude that you can configure in mdCockpit. Thirdly, the 

microdrone will fly safely at a defined speed of 5 m/s to the point of first fix. 

If the microdrone is so far away that you can no longer see the red front arm, activating the homing 

function is enough to align the microdrone in a defined direction. In this way you know the direction in 

which the microdrone is pointing. 

If Auto homing upon RC loss is selected, the homing function is automatically activated if the RC 

connection has been severed. If the RC connection is re-established during the return flight, the 

homing function is automatically turned back off and you can re-assume control of the microdrone. 

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

1. 2. 3. 

-=+--

Ruckkehr 

+) zum 

Point of first fix 

! Flugrichtung an aufsichere 

Blickrichtung Hohe steigen 

anpassen 

+ 

X X X X 

Potnt of first fix Point of first fix Point of first fix Point of first fix 

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

Homing via RC switch 

Activated 

Deactivated 

Allows the function to be activated using the remote control. 

The switch/button combination: 

G back whilst holding down H switches the function on. Switch G in the 

middle deactivates the function. 

Does not allow activation remotely. 

Auto homing upon RC loss 

Activated If the RC signal is lost for a defined period (period can be defined in 

mdCockpit), then the microdrone switches to homing mode and flies back to 

the point of first fix. 

Deactivated In this setting the microdrone goes into emergency mode and lands if the 

RC signal is lost for a defined period. 

Alignment during automatic return flight 

Forwards The microdrone aligns itself so that the red arm points towards the operator 

when flying back. 

Backwards The microdrone aligns itself so that the red arm points in the line of sight of 

the operator. 

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4. The remote control 

Picture: An overview of the hand transmitter of the remote control 

Picture: Hand-held transmitter in the console 

The Royal pro 9 by Multiplex is the 

remote control transmitter currently 

used by microdrones to control the 

microdrone. It is shown on the left 

with its main operating elements. 

The transmitter has what is called a 

synthesizer HF module, that allows 

you to select any 35 MHz frequency 

band. 

The display of the Royal pro 9 can 

be tilted up (see picture below). 

Picture: Display adjustment 

The safest way to use the control 

sticks is by holding each between 

thumb and forefinger. There is also 

an optional console into which the 

hand transmitter is pushed that 

makes handling easier. The console 

can be hung on a belt or around your 

neck, meaning your hands are free, 

making operation more comfortable 

and precise. 

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4.1. Switching functions of the microdrone 

4.1.1. Control stick allocation of the remote control 

The microdrone is controlled using the two control sticks. The coloured arm (normally red) is defined 

as being the front. A quadrotor doesn't actually have a front, which is why microdrones chose one. 

The left control stick controls the 

height (gas/throttle) and rotation 

about the lift axis (yaw). 

If you move the stick forward, 

the microdrone climbs; if you 

move it back, the microdrone 

descends. 

Pushing the stick to the left 

makes the microdrone turn anticlockwise. 

Pushing to the right makes it 

turn clockwise. 

. 

The right stick controls 

movement forward and 

back (nick/pitch) and to the 

sides (roll). 

Moving forward makes the 

microdrone fly forwards, 

pulling the stick back 

makes it fly backwards. 

Push to the left, 

microdrone flies to the left. 

Push to the right, 

microdrone flies to the 

right. 

"·• -

Diagram: left control stick Diagram: right control stick 

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4.1.2. Slide switches E and F of the remote control 

The slide switches E and F have to be in the lower 

position before take off. 

E is used to override the GPS. If the microdrone does 

not have GPS reception on the ground, it can take off 

without GPS and search for the satellites during flight. 

This procedure should only be an exception. The 

override is carried out by sliding the E switch forward, 

waiting a short time and then pulling it back. The 

microdrone will acknowledge this acoustically. 

The F switch is used to turn the motors on and off. The F switch has to be pushed up to switch on the 

motors. The motors start up in turn, first at the front, then left and at the back, and finally on the right. 

To switch off the motors, the F slide switch has to be pushed down and at the same time the left 

control stick has to be pulled down at least 80%. 

If you have old firmware (before version 2.8) or if you have deactivated the function Safe motor switchoff in mdCockpit, you only have to push the F switch down to switch off the motors. 

Safe motor switch-off can be set in mdCockpit: 

Safe motor setting 

Activated 

Deactivated 

CAUTION: 

Motors are switched off by pulling the F slide switch down whilst pulling the 

left control stick down. 

Motors are switched off by pulling the F slide switch down. 

Do not pull down the F switch during flight unless you want to crash the microdrone 

purposefully to avoid an accident. If the F switch is pulled down whilst moving the left control 

stick down, the microdrone is switched off directly. Re-starting the motors is not immediately 

possible. 

If not shut down by the "F" slider the microdrones inhibits the next flight for safety reasons. 

The flight then might not have been completed properly on the SD card. The microdrone 

prevents overwriting of the last flight on the SD card. 

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

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4.1.3. Switching functions of the remote control 

The switches L, N, 0, J and button M have no direct relation to piloting the microdrone. The 0 switch 

is for teacher/student operation. 0 allows you to switch controls. 

Functions of switches I and G: 

Switch position 

I forward/up 

I back/down 

I forward/up and press button H 

Switch position 

G forward/up 

G in middle position 

G back/down 

G forward/up whilst pressing the H button 

G back/down whilst pressing the H button 

I, G and H are important during flight. 

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

arrow). 

They open up a host of possibilities to the user as 

shown in the table below. 

Function 

Take photo (only during manual control) 

Take photo deactivated 

Optical 3x zoom: 1.0x, 1.7x, 3.0x 

Depends on type of camera. 

Function 

DPH active (from version 2.8) 

Static GPS position hold 

Teach-in function 

Activate waypoint 

Homing function when Homing via RC switch has 

been activated 

Button H in combination with the control sticks 

The H button has other functions in addition to the functions provided in combination with switches I 

and G. The four servos can be controlled by pressing the H button and using the control sticks at the 

same time. 

The left control stick is used to adjust servos 1 and 2. 

Moving the control stick up or down adjusts servo 1, which adjusts the pitch of the camera mount. 

Moving the control stick to the right or left affects servo 2, which adjusts the roll angle of the camera 

mount. 

The right control stick in combination with the depressed H button controls auxiliary servos 3 and 4, 

which are currently unassigned. 

If firmware/hardware is installed , pressing the H-Button for more than 1 Os switches flight lights on/off. 

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4.2. Remote control settings 

The following chapter contains a few settings of the Royal pro 9 made by Multiplex that we currently 

use. Please see the manufacturer's operating instructions concerning the diverse settings that can be 

made. 

The menu structure is very user-friendly and well structured, making programming and operating the 

transmitter much easier. 

4.2.1. Trim of the control sticks 

Picture: Allocation of the trim switches 

Picture: Royal pro9 display 

The trim for both control sticks (i.e. the value in the 

central position) must always be at neutral to operate 

the microdrone. The stylized bars on the display of the 

Royal pro 9 (see picture below) shows this value. You 

can change this setting with the four cross-like buttons 

under the control sticks (see circles in adjacent 

picture). You can see when the neutral position has 

been reached on the display, and a sound is also 

emitted. 

.&. WARNING: Only start when the trim is in the 

neutral position, otherwise the microdrone will 

assume that the operator is sending a permanent 

control command and will therefore turn off GPS 

position hold. 

If the voltage of the transmitter battery is under 

7.2, it should be charged immediately. 

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4.2.2. RC channel selection 

-

A8C1 ' Hold down the 'Spanner- ABC1' button and then turn on the transmitter to change 

the channel. 

Then release the button and set the desired channel using the rotary knob on the top 

right of the transmitter. 

- The channel has to be confirmed using the wide enter button in the middle of the 

button field. The channel is activated once the transmitter is turned back on. 

4.2.3. Switching between display pages 

1-#0 

-

• 

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

This switches between the voltage and trim display, the status screen and the 

countdown timer . 

4.2.4. Resetting the timer to 30 min 

vwxa 

REV/CLR 

-

You can use this button to reset the timer. Once the F motor switch has been pushed 

forward, the timer begins and counts down from 30 minutes. 

You should do this each time you land. 

4.2.5. Teacher/student operation 

The Royal pro 9 allows teacher/student operation (see Royal 

pro 9 handbook). Two pro 9 transmitters are used at the same 

time for this. You can switch between the controls using the 0 

switch. A cable has to connect the transmitters to do this (see 

picture). 

Ensure that the connection plugs for the teacher and student 

transmitters are the right way around. The transmitters must be 

set to teacher/student operation (see Royal pro 9 handbook). 

The easiest way to do this is to use software available from 

microdrones that can be put onto the transmitters via a cable. 

This allows a beginner to be taught by an experienced operator, 

and by moving the 0 switch the teacher can regain control. 

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4.3. Charging the remote control transmitter 

A separate charger is used to charge the remote control 

transmitter. It should be charged at the latest when a value of 

7.2-7.3 V is shown on the voltage display. You get to the 

voltage display by pressing the bottom right button "1-#0". 

Charging overnight is easily enough to recharge the NiMh 

battery of the transmitter. Insert the round plug into the 

charging socket on the back of the transmitter for this purpose. 

Caution: Pay attention to the nose of the plug to prevent 

voltage reversal. 

4.4. Bleeps of the remote control 

Once the motors have been activated using the F switch , a countdown begins on the transmitter and 

a sound is emitted on reaching every full minute. 

This is simply a signal for the operator to make managing the flight time easier. Once the time is up, a 

constant warning sound is emitted. You now have to land as a matter of urgency, and replace the 

battery immediately after landing. 

4.5. The antenna of the hand transmitter 

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

The antenna should not point towards the microdrone as this is the weakest orientation thus reducing 

range (so do not fly the microdrone over your head). You should align the antenna so it is parallel to 

the antenna of the microdrone. The swivel mechanism of the antenna can be unlocked by pulling the 

antenna slightly and then bent up. 

4.6. Technical data of the hand-held transmitter 

Multiplex Royal pro 9 hand-held transmitter 

Transmission type Switchable FM I PPM or FM I M-PCM with 10 kHz spacing 

Modulator HF module synthesizer HFM-S 

Servo impulse format MPX 1.6 +1- 0.55 ms 

Energy supply 

Power consumption 

Charging current 

Operating temperature 

Storage temperature 

Charging temperature 

Weight 

Dimensions (L x W x H) 

UNI 1.5 +1- 0.55 ms 

7.2 V, NiMH 6 cells, AA, 

<50 rnA without HF emission 

-250 rnA with HF emission 

Max. 1.4 A (quick charge) 

210 rnA (normal charge) 

-15 octo 55 oc 

-20 oc to 60 oc 

0 octo 4 ooc 

Approx. 900 g (with battery) 

220 x 270 x 60 mm 

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5. Camera 

5.1. Camera suspension systems 

There is a suspension system made from CFRP for every camera type that is put into position on the 

under side of the microdrone. 

The above picture shows an Olympus camera with the standard mount for our microdrone. All camera 

mounts have a remote control servomotor that enables a pitch angle of the optical axis of about 0-90°. 

To control the pitch angle, hold down button H on the right of the remote control and now move the left 

control stick forwards and backwards (otherwise used to adjust the height (throttle) of the microdrone). 

You must keep the H button depressed all the time, otherwise you will change the altitude of the 

microdrone. 

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This special camera mount, shown on the picture below, has two servos. These two servos allow you 

to adjust the roll and pitch angles. The camera mount is not part of the standard range and can be 

purchased separately. 

The camera mount is controlled by pressing the H button and operating the left control stick. Moving 

the control stick up or down alters the angle of inclination. Whilst moving the control stick to the right or 

left changes the roll angle. 

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

Please note: Do not attempt to adjust the camera angle by hand, otherwise you might 

irreparably damage the delicate transmission of the servo. 

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5.2. Olympus camera 

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

• HD video 

• Good picture quality 

• High-quality multimedia tool for photos 

and filming 

• Classic design 

• High flexibility 

• Comprehensive photo functions and 

integrated picture stabiliser 

Technical data: 

Olympus Pen E-P2 

Resolution 

Colour depth 

Sensor 

File format 

Compatible with removable 

data storage media 

Connection to computer 

Other connections 

Power supply 

Focussing 

Exposure times 

Dimensions W x H x D 

Weight 

4,032 x 3,024 pixels 

3,200 x 2,400 pixels 

2,560 x 1 ,920 pixels 

1 ,600 x 1 ,200 pixels 

640 x 480 pixels 

24 Bit (16.7 million colours) for JPG format 

17.3 x 13 mm LiveMOS-Chip with 12,300,000 pixels 

JPEG (.jpg), AVI-Video(.avi), WAV and RAW 

SO card (SDHC-compatible) 

USB interface (version 2.0 hi-speed) 

Audio output, HDMI, accessory port (also for optional microphone 

adapter and supplied viewfinder) 

1 x lithium ion battery, camera-specific (1, 150 mAh; 7.2 V) 

Type: BLS-1 

Autofocus and manual focus 

1 /4000s to 2s (automatic) 

1 /4000s to 60s (manual) 

1 I 180s to 60s (with flash) 

120 mm x 70 mm x 35 mm 

370 g (ready for operation) 

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5.3. Full HD Sony HDR-CX 740 VE camcorder 

The picture shows a Full HD camcorder with universal mount. 

• High definition 3MOS camcorder 

• 3MOS camera system and progressive recording 1080/SOp 

• Lens with 1 Ox optical/120x intelligent zoom and XXmm wide angle 

• 30 compatible (optional converter) 

Technical data: 

Sony HDR-CX740VE 

Picture sensor type 

Pixels 

Optical/digital zoom 

Focal length 

Picture stabiliser 

Display 

Recording format 

Recording standards 

Audio recording format 

Storage medium 

Photo picture size 16:9 (pixels) 

Dimensions (W x H x D) 

Weight 

Exmor RTM CMOS sensor, type 1/2.88 (6.3 mm) 

Approx. 6.14 mill. pixels (16:9); approx. 4.6 mill. pixels (4:3) 

10x /120x intelligent 

3.8-38.0 mm 

Balanced optical SteadyShotTM with active mode (wide angle to 

tele) 

Xtra Fine LCDTM display with TruBiackTM technology, 7.5 em 

(921 ,000 pixels) 

AVCHD: Full HD 1920 x 1080 (SOp /50i); 

iFrame: 540/25p 

1080/SOp (28Mbps), HA (17Mbps), HG (13Mbps), HN (9Mbps); 

HE (5Mbps), iFrame 

Dolby-Digital 5.1 channel 

SD/SDHC/SDXC card (min. class2) 

Max. 24.1 mega pixels (JPEG; 6544 x 3680) 

67.5 x 73.5 x 137.5 mm 

Approx. 555 g without battery 

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5.4. ceo daylight camera 

5.5. Dawn (near IR) camera 

5.6. Thermographic camera 

The CCD daylight camera is a video camera 

without recording unit. So it doesn't have a 

battery or storage card. It sends the video live to 

the ground station. 

The focus cannot be adjusted. The stream is 

recorded using the application software (e.g. 

mdCockpit) on the notebook. 

The dusk or dawn camera is a video camera for 

taking night pictures where light levels are very 

low. It does not have a recording unit, so is used 

for live transmissions. It doesn't have a battery or 

storage card. The video is sent live to the ground 

station. The focus cannot be adjusted. The 

stream is recorded using the application software 

on the notebook. 

The thermographic camera is like a conventional 

camera that takes pictures, though is sensitive to 

infra-red light. 

Thermography is a process that visualizes heat 

radiation (medium infra-red) invisible to the 

human eye emanating from an object or body. 

Thermography records and represents 

temperature distributions on surfaces and objects. 

It sends the video live to the ground station. 

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6. The base station 

6.1. Connections and functionality 

The operating panel of the base station is shown 

on the right. 

You choose one of the three power supplies by 

inserting the power cable, car cable or battery. The 

station is switched on using the switch at the top on 

the left. Depending on the power supply, the 

corresponding LED lights up. 

The base station can also charge the LiPo battery. 

The picture on the left shows the 

base station we use. 

The base station receives the 

video and telemetry signals of the 

microdrone. 

The signals received are prepared 

for use with a PC. 

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The coloured connection cables of the antenna are 

connected to the corresponding cinch connections. 

The sockets Audio 1 and Audio 2 receive the 

telemetry data and the Video in socket receives the 

video signal. 

The video signal is sent to a notebook via USB. 

The second USB connection, downlink, provides the 

notebook with the telemetry signal. Using appropriate 

software (mdCockpit) the telemetry can be 

processed and displayed by the PC in real time. 

Both Video out connections allow the user to pick up the video signal using external devices, e.g. with 

a projector or video glasses. 

Video glasses allow the operator to fly the microdrone as if he were in the cockpit himself. 

The small display shows the current battery level of the base station in percent. The OAT A LED lights 

up as soon as data are received. 

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

the best available power supply is used. 

The base station can be connected to a 100-240 V AC 

mains socket, a 12 V car power supply or power is 

provided by a battery whose connection is under the 

cover. 

The 12V DC out socket is the power supply for the 

digital receiver. 

CAUTION: Newer vehicles, vans or lorries might 

have other on-board voltages (e.g. 24 V). Always 

check the operating instructions of the vehicle to 

avoid damaging the base station. 

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6.2. Charging the base station 

The battery will be fully charged after one 

hour at most and can then be removed. 

If storing for a long period, the battery 

should be about 60% charged. 

Only batteries that have completely 

cooled down are permitted to be charged. 

Caution: 

Constantly monitor the charging process! 

The battery can only be charged by 

connecting to the AC mains or 12 V car 

power supply. 

To do so, insert the battery into the 

charging slot inside the case and switch on 

the charger (see adjacent picture). 

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7.0. The flight battery 

Lithium polymer batteries currently have the highest energy density and so are the best choice for our 

system. However, due to fluctuations caused by manufacture, the internal resistance and capacity of 

each individual cell can vary. In addition, low temperatures, battery age and difficult flight conditions 

could cause the voltage of the battery to dip unexpectedly. Therefore, always monitor the voltage 

display, e.g. using mdCockpit. 

Picture: LiPo battery 

microdrones selects the cells and matches each 

individual battery for quality-assurance purposes. 

The LiPo battery (picture) consists of individual cells and 

has a rated voltage of 22.2 V and a capacity of 13 Ah. 

The maximum voltage is 25.2 V. 

This battery type is used in the md4-1000 system to 

operate the microdrone. It is charged using a charger that 

is in a separate charging case. 

7.1. Safety and care information on the battery 

The batteries should only be operated and stored at room temperature. So if temperatures are 

low, make sure the batteries get up to room temperature (20-40 oc, inner pocket of jacket) for 

at least 3 hours before use. The voltage of cold batteries could drop suddenly and cause the 

microdrone to crash. 

Avoid short-circuiting the battery contacts. Coins or keys in your pocket or putting a battery onto 

wet grass is enough to short circuit it. 

If storing the battery for a long time, it should be at least 60% charged. The easiest way to 

check this is to use the charger or the mdCockpit voltage display. 

If you can hear the battery warning during flight, then you should land straight away. The battery 

should not be drained to less than 21 V to keep it in good condition and so it has a long life. 

Immediately remove the battery from the microdrone after landing. 

Avoid exposing the microdrone to direct sunlight for long periods as otherwise the temperature 

specifications of the electronics and battery might be exceeded and cause malfunctions. 

You can only take off if the battery is completely charged. Used batteries must be stored in the 

microdrone box so that they cannot be confused with others. Crashes and hard landings are 

caused by a lack of power. 

New batteries do not perform at their full power immediately. Therefore, you should end the first 

flight with a new battery after ten minutes and then, as always, only charge the battery after it 

has cooled down. A battery that is not completely discharged can be charged many more times 

during its life than a battery that is often completely drained. 

Batteries wear, just as car tyres do. They do not last forever and have to be replaced from time 

to time. However, if you treat them well, you can increase their life considerably. 

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7.2. The charging case 

The red wire is the positive connection, the 

black wire is negative. 

The connection in the middle is the balancer 

connection. This connection ensures that all 

the individual battery cells are completely 

and uniformly charged. The balancer 

connection is required to ensure the charging 

process runs correctly. 

The picture on the left shows the charging case 

we sell. Two batteries can be charged at the 

same time. 

• Input 115-240 VAG I 50-60Hz 

• Output 20 VDC - 20 A for every 

charger. 

Caution: 

Do not shut the charging case during 

charging! 

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7.2.1. Connection of the battery to the charging case 

First connect the earth (black wire) of the charging 

case to the battery. 

Then establish the positive connection (red wire). 

Finally, connect the balancer to the battery. The 

balancer connection ensures the individual cells 

charge uniformly. It also checks the cells when 

charging and discharging. 

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8. Safety procedures 

microdrones md4-1 000 are protected against several kinds of hazards. The behavior of the 

systems was tested in many different emergency situations. The following chapter gives an 

overview of the tested situations. 

Situation: Command & Control (C&C) signal reception is bad or lost. 

Behavior: The microdrone will enter GPS Position Hold immediately and try to reacquire the 

signal for an adjustable amount of time (30s by default). If that time runs out, the 

microdrone will either enter emergency landing with a descent speed of O,Smls or 

go into homing mode, depending on the user's settings. Homing mode will align 

the microdrone with the operator's line of sight, climb to a predefined minimum 

altitude (30m by default), return to the take-off position in a straight line and finally 

- if the C&C could not be recovered during the whole procedure - enter emergency landing at the take-off position. If C&C is recovered during homing or landing the procedure is interrupted and the operator has full control over the craft. 

Situation: GPS signal reception is bad or lost. 

Behavior: Flight control will revert to inertial navigation mode. The stabilization system of 

the microdrone is still active. The operator is notified by textual, graphic and spoken messages about the situation and has to hold position manually. 

GPS Position Hold kicks in again as soon as the signal quality is back to normal. 

Situation: Command & Control (C&C) and GPS signal reception is bad or lost simultaneously. 

Behavior: The microdrone will immediately enter emergency landing with a descent speed 

of O,Smls .If C&C is recovered the emergency landing is interrupted and the behavior of the situation "GPS signal reception is bad or lost" applies. 

If GPS is recovered the emergency landing is interrupted and the behavior of the 

situation "Command & Control (C&C) signal reception is bad or lost" applies. 

Situation: Virtual Fence is being approached or reached. 

Behavior: The microdrone slows down and finally stops, if the operator continuously flies in 

a direction in which he would leave the approved air space volume. GPS Position 

Hold stays in effect until the operator commands the microdrone back towards 

the inner circle of the virtual fence. 

Situation: Flight reaches critical speed. 

Behavior: If the microdrone's speed increases to critical speeds the operator will be informed to immediately slow down the craft. The messages get more insistent, if 

the speed is not reduced. The best solution to resolve the situation is to let go of 

the controls and have the microdrone's GPS Position Hold stabilize the flight. In 

case GPS is not present the operator has to find the right maneuvers on his own 

to resolve that situation as soon as possible. 

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Situation: Flight reaches critical pitch or roll angle. 

Behavior: Pitch or roll angles above 40° are a potential risk. As soon as the microdrone's 

attitude approaches a critical angle in at least one axis the operator will be informed by spoken message. The best solution to resolve the situation is to let go 

of the controls and have the microdrone's GPS Position Hold stabilize the flight. 

In case GPS is not present the operator has to find the right maneuvers on his 

own to resolve that situation as soon as possible. 

Situation: Flight under increasing wind speeds. 

Behavior: The operator is notified by textual, graphic and spoken messages about the current wind speed. Critical conditions are marked as such. Especially the approach 

of maximal motor load, high pitch and roll angles are also reported in this situation. In case of too much wind the operator has to land the system immediately. 

Situation: Flight reaches critical altitude and/or distance. 

Behavior: The drones distance and altitude can always be read on the base station screen. 

In regular intervals also a spoken message informs about the current readouts. If 

one of these values reaches a critical level, the operator is immediately informed 

by spoken message. 

Situation: Motor power reaches its limit. 

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

Situation: A rotor blade collides with an obstacle. 

Behavior: Motor power is cut immediately. Motor control will intermittingly try to restart the 

motor with low power. Only if the obstacle is gone and the rotor blade turns freely 

full power is applied again. 

Situation: Battery consumption in flight. 

Behavior: During normal flight the battery voltage is constantly monitored by the base station. The state of the battery is communicated alphanumerically, graphically and 

through spoken messages. Readouts and messages include current battery 

level, estimated flight time remaining, "bingo" warning, which indicates the moment when the remaining battery power is just enough to comfortably and safely 

return home. 

Situation: The microdrone is powered up with an insufficiently charged battery. 

Behavior: Always during startup and after landing the voltage of the battery is checked. If it 

is not sufficient for sustained flight the microdrone enters an error state, blocking 

(another) take-off. 

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Situation: Battery is depleted below warning voltage during flight. 

Behavior: The microdrone employs two battery voltage warning levels, which are by default 

20,6V/20, 1V. As soon as the voltage falls below the first threshold, the microdrone refuses to gain more altitude. Only horizontal or descending movements 

are allowed. If the operator does not touch down before the voltage falls below 

the second threshold, the microdrone will descend on its own with a speed of 

O,Smls and the operator can only influence the horizontal position or accelerate 

the descent. 

The status is constantly announced by the Base Station in textual, graphic and 

spoken messages. 

Situation: Unusual vibrations are detected. 

Behavior: During the post-flight check of the flight recorder, acceleration sensor data is 

checked for unusual vibrations to detect body damage or loose screws in an early 

stage and prevent subsequent problems before they arise. 

Situation: microdrone automatically starts to spin wild and uncontrollably 

Behavior: This can indicate a faulty component within the Navigation System which can 

lead to a crash. 

The operator has to turn the "G" switch to PH (center position) immediately. He 

has to take over manual control with movements of more than + I -5% and immediately land the system. Depending on the firmware pulling the E-Siider up to 

switch of GPS completely is an alternative method. If both does not help the operator has to decide to initiate an emergency shutdown with F-Siider down and 

Throttle full down to initiate a controlled crash landing if the expected crash-zone 

is save to do so. 

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[Type here] 

FLIGHT OPERATIONS 

MANUAL 

ASYMMETRIC 

TECHNOLOGIES 
"THE MANUAL" 

v 2.6 

9/30/2014 

Small Unmanned Aerial System Flight Operations Procedures and Policies 

Table of Contents 

Amendment Record 

Section 1: Purpose 

Section 2: Small Unmanned Aerial System Description 

Section 3: Safety Management System 

Section 4: Flight Training and Certification/Re-Certification 

Section 5: sUAS Maintenance Procedures 

Section 6: Flight Operations 

Section 7: Privacy 

Appendix A: Risk Management Tool 

Appendix 8: Example Aircraft Maintenance Log 

Appendix C: Example Aircraft Flight Log 

Appendix D: Example Crewmember Log 

Amendment Record 

Amendment Amendment 

# Date 

Description of Amendment 

Asymmetric Technologies, LLC 

1395 Grandview Ave, Ste 3 

Columbus, OH 43212 

1 

2 

5 

8 

11 

13 

15 

23 

24 

25 

26 

27 

1 of27 
Section 1: Purpose 

1.1 General 

v 2.6 

9/30/2014 

This manual contains guidance and policy to ensure safety and efficiency in operating small Unmanned Aerial Systems (sUAS) for business purposes. This manual covers the following topics: 

• sUAS System Overview 

• Safety Procedures 

• Flight Training and Certification 

• sUAS Maintenance Procedures 

• Flight Operations 

• Privacy Policy 

Asymmetric Technologies (AT) encourages feedback and suggestions on improving policies and procedures outlined in this manual to enhance the overall safety of flight operations. 

1.2 Distribution 

A copy of this manual will be supplied to the following: 

• Each aircraft operated by this company 

• Each crew member (team leader, pilot and visual observer) who will fly a sUAS operated by 

this company 

• UAS Services Director 

• AT CEO/President 

1.3 Definitions 

Ground Control Station (GCS) - the land- or sea-based control center that provides the facilities for 

human control of unmanned vehicles in the air or in space. 

Payload- the sensors, instruments, or equipment carried by the UAV. 

Pilot in Command (PIC) - Ultimately responsible for the flight operations and solely responsible for input of commands/piloting of the UAV during flight. 

Small Unmanned Aerial System- FAA class designation for a UAS that weighs less than 55 pounds. 

Sterile Area - the geographic confines of the flight operations, typically 500m from the PIC flight position and no more than 400ft AGL. AT must be able to control access to, and activities within, the sterile area so that we can ensure the safety of all personnel, equipment and facilities. 

Team Leader- supervises all ground and air operations during flight, the team leader ensures that the 

operations area remains secured and both PIC and visual observer are not interrupted. 

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Unmanned Aerial System (UAS) - the unmanned aircraft (UA) and all of the associated support 

equipment, control station, data links, telemetry, communications and navigation equipment, etc., 

necessary to operate the unmanned aircraft. 

Unmanned Aerial Vehicle (UAV) - the flying portion of the system, flown by a pilot via a ground control system, or autonomously through use of an on-board computer, communication links and any additional equipment that is necessary for the UA to operate safely. Commonly known as a drone and 

referred to as a Remotely Piloted Aircraft (RPA) by the International Civil Aviation Organization 

(ICAO). 

Visual Line of Sight (VLOS)- An operation in which the UAS pilot or visual observer maintains direct 

unaided visual contact with the remotely-piloted aircraft 

Visual Observer (VO)- maintain visual observation of the UAV while it is in flight and alert the PIC of 

any conditions (obstructions, terrain, structures, air traffic, weather, etc.) which affect the safety of 

flight. Additionally, the observer will be responsible for all aviation related communications required by 

FARs. 

1.3 Manual Deviations 

All personnel directly involved with operation of sUAS owned, leased, or borrowed by the company 

shall be familiar with the flight operations manual. All UAS operations will be conducted in accordance 

with all applicable FARs, local and national laws, manufacturers' aircraft manuals/limitations and this 

manual. Deviations from this manual are permitted in the interest of safety when it is necessary to 

protect crew members, bystanders and aircraft. 

1.4 Code of Conduct 

Asymmetric Technologies is committed to the integration of UAS into a wide variety of public and private applications. The nature of UAS and the environments in which they will operate, when not managed properly, can and will create issues that need to be addressed. The future of UAS is directly 

linked to the responsible and safe use of these systems. We are obligated to conduct our operations 

in a safe manner that minimizes risk and instills confidence in our systems. As such, AT is committed 

to upholding the Association of Unmanned Vehicles International "Unmanned Aircraft Systems Industry Code of Conduct," found at http://www.auvsi.org/conduct. 

The code is built on three specific themes: Safety, Professionalism, and Respect. Each theme represent a "common sense" approach to UAS operations and address many of the concerns expressed 

by the public and regulators. This code is meant to provide our company a convenient checklist for 

operations and a means to demonstrate our obligation to supporting the growth of our industry in a 

safe and responsible manner. By adopting this Code, AT commits to the following: 

Safety 

• We will not operate UAS in a manner that presents undue risk to persons or property on the 

surface or in the air. 

• We will ensure UAS will be piloted by individuals who are properly trained and competent to 

operate the vehicle or its systems. 

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• We will ensure UAS flights will be conducted only after a thorough assessment of risks associated with the activity. This risks assessment will include, but is not limited to: 

o Weather conditions relative to the performance capability of the system 

o Identification of normally anticipated failure modes (lost link, power plant failures, loss 

of control, etc) and consequences of the failures 

o Crew fitness for flight operations 

o Overlying airspace, compliance with aviation regulations as appropriate to the operation, and off-nominal procedures 

o Communication, command, control, and payload frequency spectrum requirements 

o Reliability, performance, and airworthiness to established standards 

Professionalism 

• We will comply with all federal, state, and local laws, ordinances, covenants, and restrictions 

as they relate to UAS operations. 

• We will operate our systems as responsible members of the aviation community. 

• We will be responsive to the needs of the public. 

• We will cooperate fully with federal, state, and local authorities in response to emergency deployments, mishap investigations, and media relations. 

• We will establish contingency plans for all anticipated off-nominal events and share them 

openly with all appropriate authorities. 

Respect 

• We will respect the rights of other users of the airspace. 

• We will respect the privacy of individuals. 

• We will respect the concerns of the public as they relate to unmanned aircraft operations. 

• We will support improving public awareness and education on the operation of UAS. 

It is incumbent upon us to hold ourselves and each other to a high professional and ethical standard. As with any revolutionary technology, there will be mishaps and abuses; however, in order to operate safely and gain public acceptance and trust, we should all act in accordance with these guiding 

themes and do so in an open and transparent manner. 

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Section 2: Small Unmanned Aerial System Description 

2.1 md4-1 000 Overview 

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The md4-1000 Unmanned Aerial System is a miniatures Vertical Take-Off and Landing (VTOL) aircraft. It can fly by remote control or automatically using proprietary way point navigation software. The 

md4-1 000 UAS consist of a carbon fiber body, has an optimized flying time of 88 minutes, and can 

carry a payload of 1200g (3.2 pounds). 

The UAV has a flight data recorder on board, storing over 100 different values and status information 

up to 125 times per second on an internal micro SO card. It can handle a data volume of up to 32 KB 

per second, and provides an effective tool for diagnosis and analysis of technical malfunction and operator error. 

The handheld Remote Control - Transmitter allows for total flight control of the aircraft, and includes a 

basic telemetry display. Operating on a 920 MHz frequency, the handheld unit allows command flight 

of the aircraft up to 500m and is the primary flight control used by the UAV pilot. 

The Ground Control Station (GCS) is a 2.4 GHz analogue reception unit designed to receive video 

and telemetric data on the ground. The telemetric data can be displayed easily with the flight control 

software, and includes battery level, signal quality, position, altitude, GPS-position, and flight time. 

2.2 Physical Characteristics 

Measurements -

• Width - 40.5 inches (1 03 em) 

• Height- 19.5 inches (49.5 em) 

Mass-

• Vehicle - 2.65 Kg (5.8 lbs) 

• Payload Max- 1.2 Kg (2.6 lbs) 

• Max Weight- 3.85Kg (8.5 lbs) 

Fuel- 6 cell Lithium Polymer Battery, 22.2V, 12.2 aH 

Landing style/type - vertical take-off and landing 

Propulsion System 

• Engines - flat core motors 

• Batteries- Lithium Polymer 6s2p 

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2.3 Performance Characteristics 

Maximum Altitude - 3,280 feet (1 ,000 m) 

Take-off Altitude- 1,312 feet (400m) ASL 

Maximum Endurance - 88 minutes at 500g payload 

Maximum Range - 1 ,640 feet (500m) with RC Controller 

Weather Minimums -

• Winds Maximums - 39 ft/s (12.0 m/s) 

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• Minimum Ceiling - 500 feet (150m) (to provide additional 100 ft zone of safety able flight operations) 

• Minimum visibility- 1300 ft (400m) visibility 

• Icing Conditions - no icing conditions 

• Precipitation - no visible moisture 

2.4 Command and Control Systems- The md4-1000 Ground Control station allows the operator 

simultaneous control over aircraft and payloads. The touch screen control allows for quick navigation 

and data entry while the display screen provides all essential flight data to the operator. Telemetry 

data is transmitted to the command station at least once per second. Displayed on GCS: 

• UA V Position 

• Navigation Route 

• UA V Altitude 

• UAV Heading 

• Range to Target (when using waypoint navigation) 

• Date/time 

• Sensor heading and orientation relative to UAV 

2.5 Onboard Flight Instruments - The UAV is equipped with an Inertial Navigation System (3axis 

gyroscope, 3axis magnetometer, and GPS receiver) 

2.6 On-board computer systems- The UAV is equipped onboard computer systems to monitor 

(sensors, battery, etc.), control (speeds, altitude, position, etc.), and communicate (control, telemetry, 

etc.). 

2. 7 On board guidance and navigation equipment- The UAV can operate autonomously; it does 

not require any input from ground based equipment, or from the pilot to hover in place. 

2.8 Frequency Allocations- 920 MHz, 2.4 GHz, and 5.8 GHz 

2.9 Flight termination link - to prevent a "fly away" or other potentially dangerous situation a flight 

termination link is available to the operator at the GCS. 

2.10 Takeoff and Landing- The md4-1000 has the capability for autonomous launch and recovery. 

A Landing Zone "LZ" is designated by the operators and identified in the GCS software. For launch 

procedures the aircraft will takeoff and hover 3 meters directly above the LZ and hold until further operator instruction is given. For landing procedures the aircraft can fly to a designated landing point, 

hover 3 meters directly above the LZ and then begin a controlled descent. Because of ground effects, 

it is preferable, when feasible, that the pilot conduct landing procedures. The aircraft will automatically 

adjust for wind during this period. 

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2.11 Navigation System -Specific maps can be downloaded to the display screen (such as air sectional and geographic maps) which are overlaid with GPS positional data. Waypoints can be created 

before and during flight operation creating specific locations and sequences for the aircraft. 

2.12 Redundant Systems -The sUAS combines the input from a multitude of sensors. Even though 

the data from all sensors is required for optimal system performance, a single sensor malfunction is 

likely to result in degraded performance rather than leading to a catastrophic failure. 

2.13 Security- The system and communication links are encrypted by the manufacturers proprietary 

software. 

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Section 3: Safety Management System 

3.1 General 

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A safety management system (SMS) is the process by which AT identifies the hazards and associated risks that are inherent in flight operations, assesses them and eliminates them or develops appropriate mitigations to reduce the associated risk to an acceptable level. The mitigations are then implemented and tracked to ensure they are appropriate and effective. All of this is carried out in a policy framework so as to achieve specified safety management goals and objectives. 

3.2 Purpose 

The purpose of the SMS is to manage safety proactively and effectively by integrating control of risk 

into normal day-to-day business practices. This is done by: 

• Obtaining consent and optimal UAS and human performance 

• Identifying and managing safety risks specific to AT 

• Actively supporting the SMS 

3.3 Safety Policy 

While utilizing sUAS for business is a productive component of AT, it is not its primary focus. AT leaders are uniquely susceptible to being distracted with non-flying responsibilities, thoughts, pressures 

and commitments that might jeopardize safety. Safety is an important operating principle and an essential part to all measurements of success at AT. Aviation safety in particular is the responsibility of 

the AT Director of UAS Services, as well as the sUAS crew. SMS is the cornerstone of this flight operations manual and forms the core of AT's safety efforts towards flying excellence. Risk mitigation to 

the lowest possible level is the target of all AT operations. 

3.4 Safety Risk Management (SRM) Performance Goals 

The PIC is the judge as to whether the aircraft shall take-off and where it shall land, taking into account all factors of his or her current qualifications and personal condition for the envisioned flight. 

Furthermore, the PIC is responsible for determining that the aircraft is currently airworthy and that the 

operating area, airspace and weather conditions are within legal and acceptable parameters. The PIC 

will exercise this responsibility effectively and will use all available resources to make appropriate and 

effectively conservative decisions. 

Each PIC will perform their duties giving primary concern for their own safety as well as fellow employees, customers, property and equipment involved in or near flight operations. 

The PIC will determine the applicable risks and mitigations throughout the mission planning and execution phases by using this manual as guidance, to include completion of the Risk Management Tool 

(Appendix A). The Risk Management Tool (RMT) is designed to be used before each flight to mitigate 

associated risk to the lowest possible level 

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3.5 Crew Endurance Management 

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Crew endurance is an integral part of the overall SMS. It is used to control risks due to sleep deprivation or fatigue and to prescribe thresholds to trigger decisions whether to accept those risks. This program is implemented to ensure that personnel operating/servicing AT equipment, planning operations, and making critical decisions are alert and not degraded by fatigue. 

The Team Leader is responsible for ensuring fatigue is controlled or eliminated as a risk factor in all 

operations. The duty day for AT crew members begins when he or he arrives at work, regardless of 

whether or not that work is related to aviation, and terminates upon completion of the last flight of the 

day. No crew member may fly more than 8 hours of flight time within any 24 hour period. No pilot 

crew member may perform a duty day in excess of 14 hours, and any duty day of 14 consecutive 

hours must be followed by a rest period of at least 12 hours before conducting another flight. 

Crew members will immediately inform their supervisor when they have participated in activities or 

received treatment for which flying restrictions may be appropriate. This includes 

• Any medical or dental procedure requiring use of medication after the treatment. 

• Any medical or dental procedure requiring use of any type of anesthesia or sedation. 

• Treatment by mental health professionals, including but not limited to psychological, social, 

psychiatric, alcohol, or substance abuse counseling. 

• Any chiropractic or osteopathic manipulative treatment. 

• Any treatment given by a homeopath, naturopath, herbalist, or practitioner of other types of alternative medicine. 

• Any emergency room or urgent care visits. 

3.6 Violations, Incident and Accident Handling -Any violation, incident or accident will be reported 

to 

• AT Corporate Headquarters 

• Local Authorities, if appropriate 

• The Flight Standards District Office for the FAA region in which the alleged violation took 

place. 

3.6.1 Violations- Any violation of FAA, International Civil Aviation Organization (ICAO), and/or any 

other pertinent aviation regulation will be reported. Any person witnessing or involved in a flight violation will report the violation as soon as possible. 

3.6.2 Incidents/Accidents- Incidents are a violation of AT flight operations policies and procedures 

or FAA regulations that could have resulted in injury to a person, damage to property, or damage or 

loss of the aircraft. An accident is an event in which resulted in the injury of a person/s, damage to 

property, and/or damage or loss of the aircraft. 

3.6.3 Priority During a Violation, Incident or Accident- During an incident/accident, efforts will be 

focused on: Minimizing risk to life; Care for the injured; Protect property. 

Notifications - The following notifications will be made as soon as practical: 

• Contact emergency personnel (Fire Rescue) if necessary 

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• Once personnel and equipment are accounted for and the incident has been stabilized, notify 

AT Corporate Headquarters immediate 

• Notify FAA and /or National Transportation Safety Board as necessary 

• Notify appropriate Law Enforcement (if appropriate) 

3.6.4 Investigation- The initial investigation will be conducted by AT supervisory personnel. Followup investigation will be conducted by the appropriate agency or department. 

3.6.4.1 Information reported- To report an alleged violation, incident or accident use a letter or 

memorandum format. When reporting an alleged violation, incident or accident as much information 

as possible should be given, to include-

• Type and make of aircraft and/or UA. 

• Tail number 

• Name of the Team Leader 

• Time and date the alleged violation occurred. 

• Description of alleged violation, includinga Specific reference to regulations violated. 

o Whathappened? 

o Where the alleged violation occurred. 

• Name and phone number of the individual reporting the alleged violation, incident or accident 

• Names, addresses, and phone numbers of additional witnesses, if any. 

• Other pertinent information. 

3.6.4.2 Privacy Concerns - Names of crew members involved in actual or alleged violations, incidents or accidents will be treated as restricted information and not be released to the public or any 

agency outside the reporting organizations, except by proper authority. Any person receiving requests 

for names of crew members of AT crew members should direct such inquiries to the President and 

CEO. 

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Section 4: Flight Training and Certification/Re-Certification 

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Only AT employees who have undergone and successfully completed a rigorous competency assessment evaluation will be selected to operate UAS. Operators must demonstrate not only a superior 

knowledge of the technical issues associated with UAS systems, including the full range of the capabilities and limitations of the aircraft, but also must show sound piloting techniques and the ability to 

navigate around structures. In order to retain their status, AT employees conducting UAS commercial 

operations must enforce compliance with the company's policy of "working under the more stringent 

rule." In addition to their other qualifications, AT employees who operate the UAS will undergo an extensive program of hands on flight training in a simulated operational environment. This training will 

allow these employees to gain experience with the specific flight characteristics of the UAS prior to 

any actual commercial operations. 

4.1 Crew Manning 

Minimum crew for each operation will consist of the sUAS Pilot, visual observer and team leader supervising all operations. 

The sUAS pilot will be Pilot in Command (PIC). The Pilot and Visual Observer will have been trained 

in operation of UAS generally and will have received up-to-date information on the particular UAS to 

be operated, as required in the Manual. The PIC will have logged a minimum of 200 flight cycles and 

25 hours of total time on a UAS rotorcraft. The PIC will also have at least 10 hours logged as an operator on the UAS to be used for the mission. 

The following requirements will apply to any commercial UAS operations conducted by AT: 

• A pilot-in-command (PIC) will be designated at all times for each flight 

• The PIC will hold, at a minimum, a Private Pilot's License and a Class 3 Medical certification 

• The PIC will be directly responsible for, and have final authority over the operation of the UAS 

• The PIC will not perform concurrent duties as the visual observer 

• The PIC will be qualified on the UAS- including a minimum of 200 flight cycles and 25 hours 

of total time. 

• The PIC will exercise control over the UAS as it will not maneuver autonomously. 

Team Leader: The Team Leader officer will supervise all ground and air operations. During flight, the 

team leader will ensure that the operations area remains secured and both PIC and observer are not 

interrupted. 

Pilot in Command (PIC): The PIC will be ultimately responsible for the flight operations and solely responsible for input of commands/piloting of the UAV during flight. The PIC will be responsible for all 

actions regarding the UAV to include assembly, and launch preparations. 

Visual Observer: The visual observer is responsible for GCS assembly, GCS Flight Preparation, GCS 

Post Flight Procedures, and GCS Disassembly/ Storage. The observer will maintain a visual observation of the AV while it is in flight and alert the PIC of any conditions (obstructions, terrain, structures, 

air traffic, weather, etc.) which affect the safety of flight. Additionally, the observer will be responsible 

for all aviation related communications required by FARs. To accomplish this effectively, the observer 

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will be in close proximity to the PIC to ensure instant relaying of information. The observer will also 

assist the Team Leader in completing his functions. 

4.2 Flight Crew Training 

4.2.1 Initial Training: Initial sUAS training will be accomplished by manufacturer personnel or AT Instructor Pilots (IP) who have completed a training course established for this purpose. The initial training course consists of Ground School and Crew Flight Training. 

4.2.2 Ground School - Ground school is classroom based instruction, and will include the following 

course subjects 

Current FAA UAS guidelines- including: UAS principles; Federal Aviation Regulations; Guidance; Flying Displays; Mandatory occurrence reporting; Organization responsibilities, policies and 

procedures; Documentation requirements; Accident, incident and investigation handling; terms and 

terminology 

Aircraft general knowledge 

Flight Performance and operational planning 

Human factors, performance and limitations - including; good airmanship; medical fitness; 

ground crew management; air crew management; flight duration and workload; weather and human 

performance 

Meteorology 

Navigation and Map interpretation 

Operation Flight procedures 

Communications 

4.2.3 Crew Flight Training -this is a hands on based training exercise with the sUAS and will include an oral and practical exam of the following areas: 

Aviation Law as applied to sUAS 

R/C and other modes of operation 

Flight preparation 

Flight operations - including take-off and landing considerations, handling of the aircraft, precision inspection techniques 

Emergency handling 

Crew Management 

Post flight checks 

Flight documentation 

4.3 Proficiency Training -All AT pilots will maintain currency in the sUAS in order to be readily available for assignment as a sUAS team member. Currency for sUAS operations will consist of three (3) 

flight cycles, and five hours of flight time within the last 90 days prior to act as PIC. If an AT pilot is not 

current, they must notify their immediate supervisor and will not be eligible to operate the UAV as PIC 

(except for training purposes) until they regain currency. 

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Section 5: sUAS Maintenance Procedures 

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The sUAS is nearly maintenance free, it performs automatic pre-flight checks and the failure of any 

check will prevent take-off. Checks which cannot be done by the system will be performed by a qualified operator prior to each flight and following recovery. 

5.1 Maintenance 

5.1.1 Organizational Maintenance -AT crews will conduct only operator level maintenance, servicing, troubleshooting and repairs (replacing rotors and landing gear on the airframe and software updates and refreshing on the flight control systems). AT crew members will ensure that a tool kit and 

spare parts are available for deployment to allow for remedy of minor issues in the field (e.g. tightening loose screws, replacing antennas, changing pod straps, etc.). Operator maintenance is initiated 

by Pre-Flight and Post-Flight checklists, which include: 

• Visual inspection of the airframe 

• Visual inspection of the rotor integrity 

• Check charge of all batteries (aerial vehicle, command station, and radio repeater station) 

• Start up and software verification of the aircraft, RC controller and GCS 

5.1.2 Higher Level Maintenance and Servicing -All other maintenance, servicing, and repairs of 

the sUAS will be accomplished by Original Equipment Manufacturer (OEM) or in accordance with 

OEM instructions or procedures. Employees, technicians and authorized subcontractors of the manufacturer, that they permit to service the sUAS, shall also be allowed to maintain service and repair the 

sUAS as necessary while acting as agents for the manufacturer. 

5.1.3 Maintenance Test Flight- A maintenance test flight, consisting of one complete flight cycle 

and at least 20 minutes of controlled flight, will be performed after any serving or repair of any component of the UAS and annotated in the Aircraft Flight Log. 

5.2 Reliability 

The system is designed for maximum reliability and to maintain performance over its life. The only 

components experiencing routine wear are rotors, batteries, motors, and landing legs. Battery and 

motor conditions are monitored by the system with deviations reported to the operator. 

Contact with other objects during flight may cause other components, particularly rotors, and motor 

arms, to become damaged. Damaged components are likely to be detected during the full visual inspection of the airframe performed before and after each flight. Structural damage affecting flight 

characteristics will be detected by on-board sensors. 

The sUAS system detects numerous conditions which may make flying unsafe, such as reduced GPS 

accuracy, magnetic anomalies, low battery charge, battery cell imbalances, and temperature fluctuations. Automatic preflight checks prevent the sUAS from taking off if such conditions are present. If 

the condition is detected during flight, the system will trigger a Fatal Conditioned Response. 

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5.3 Fault Tolerance 

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The key feature of the Unmanned Aerial Vehicle (UAV) fault tolerance is its mechanical simplicity. It 

uses four fixed pitched rotors, each mounted on a separate motor. No control surfaces or other actuators are required for the UAV to fly. Any component failure detectable by the system will be reported 

to the control station and will cause the UAV to perform a Fatal Condition Response (FCR) or NonFatal Conditioned Response (NFCR), depending on the type of failure. 

5.4 Documentation 

All maintenance actions, including inspections, preventative maintenance, alterations, repairs ad total 

time of service, will be documented by appropriate personnel. Maintenance documentation will be 

maintained until work is repeated, superseded by other work, or for one (1) year after work is performed. The maintenance logbook will be maintained on each aircraft and will include: 

• Aircraft 

• Aircraft Number 

• Aircraft Serial Number 

• Total time in Service 

o Airframe 

o Engine 

o Rotor 

o Handheld Remote 

o Ground Control Station 

• Date of Service 

• Description of Work Performed 

• Remarks 

• Technician/Mechanic Name 

• Inspector Name and Signature 

A logbook wil lalso be kept on each aircraft and include the following information 

• Aircraft 

• Aircraft Number 

• Aircraft Serial Number 

• Flight Identification 

• Date of Flight 

• Time of flight 

• PIC 

• Purpose 

• Remarks 

An example of each log is contained in Appendix 8: Example Aircraft Maintenance Log and Appendix 

C: Example Aircraft Flight Log. 

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Section 6: Flight Operations 

6.1 Pre-Flight Operations 

6.1.2 Flight Planning 

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6.1.2.1 Sterile Area Principle -AT flight operations will be based on the concept of creating a safe 

and secured area of operations under control of the Pilot in Command (PIC). The sterile area is defined as the geographic confines of the flight operations, typically 500m from the PIC flight position 

and no more than 400ft AGL. AT must be able to control access to, and activities within, the sterile 

area so that we can ensure the safety of all personnel, equipment and facilities. If, at any time, someone or something enters the sterile area not under control of the PIC, the aircraft system must be 

flown at least 50 meters away from the person or equipment, unless it is uncooperative aircraft, in 

which the sUAV will immediately land in timely manner, as dictated by safety considerations. 

6.1.2.2 GPS Considerations for Planning -Always plan for having to fly without GPS. GPS is an 

incredible enabler of sUAS flight operations, providing critical information to allow the UAV and GCS 

to maintain superior flight and navigational control. Unfortunately the low altitude nature of sUAS 

flights can increase some of the major challenges associated with using GPS. Accordingly- all flight 

planning will include a detailed consideration of GPS issues - specifically Signal Reflection and Signal 

Shadowing, and mitigation steps identified. In all cases, regardless of planning for GPS considerations, we will always plan flight operations anticipating that we will have to fly without GPS. 

Signal Reflection - occurs in areas of high relief (urban areas, close to major structures, complex terrain and moist soils) 

• Impacts to Flight Operations - Position Accuracy decreases, especially dangerous in narrow 

street and canyons 

• Mitigation: use pilot commanded flight, do not rely on way point navigation systems. Horizontal 

and Vertical distance to obstacles never more than twice indicated accuracy 

Signal Shadowing - close vicinity of high relief (tall buildings, canyon walls, forests) 

• Impacts to Flight Operations - Decrease position accuracy until aircraft reaches higher altitude. 

Could result in control deviations during take-off and landing 

• Mitigation: ensure designated take-off and landing zones are positioned sufficient distance 

away from areas of shadowing. Use a handheld GPS during site recon to ensure chosen location can support accuracy requirements for take-off and landing operations. Horizontal and vertical distance to obstacles should never more than twice the indicated accuracy 

6.1.2.3 Site Survey- AT crew will conduct an assessment of the operating site and conditions, including: 

• The type of airspace and specific provisions 

• Other aircraft operations (local airports or operating areas) 

• Hazards associated with industrial sites or such activities as traffic, gas venting, high-intensity 

radio transmissions etc. 

• Local laws and regulations 

• Obstructions (wires, masts, buildings etc.) 

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• Restricted areas (such as prohibited airspace around prisons, military installations etc.) 

• Residential and recreational activities 

• Public access areas 

• Permission from land owners/authorities required 

• Likely operating sites and alternatives 

• Weather forecasts for planned flight period 

6.1.2.4 Notifications and Permissions- During the mission planning process AT will gain permission and conduct notification of pending flight operations to the following agencies and individuals: 

• Local 

• State 

• Federal 

o NOT AM filed at least 72 hours prior to flight. 

o At least three days before flight operations, AT will submit a plan of activities to the local 

Flight Standards District Office (FSDO), and will include: 

• Dates and Times of all flights 

• Name and phone number of the operator of the UAS 

• Name and phone number of the Team Leader 

• Make, model, N-number, and serial number of the UAS to be used 

• Name and certificate of the UAS PIGs involved 

• A statement that the operator has obtained permission from property owners 

and/or local officials to conduct flight operations (complete list must be available 

upon request) 

• Signature of the AT executive responsible for flight operations 

• Description of flight activities, including maps, diagrams, and altitudes essential 

to conduct the mission 

All required permission and permits will be obtained from territorial, state, county or city jurisdictions, 

including local law enforcement, fire, or other appropriate governmental agencies. Written and/or oral 

permission from the relevant property holders will be obtained and will be available upon request. 

6.1.2.5 Communications -Visual Observer and Pilot will at all times be able to communicate by 

voice. The crew will have the ability to communicate with the local ATC and FDSO as required. 

6.1.2.6 Risk Assessment Procedures - The prevention of accidents is based upon conscientious 

application of methodology and techniques used to be cognizant of, or mitigate risk. Planners must 

not only recognize hazards in the planning process but involve the entire team (flight crew and customer) to assist in the hazard identification and risk assessment roles throughout the execution phase 

of operations. Risk assessments will consider the following issues: 

• Weather conditions relative to the performance capability of the system 

• Identification of normally anticipated failure modes (lost link, power plant failures, loss of control, etc) and consequences of the failures 

• Crew fitness for flight operations (As discussed in Sections 3.4 and 3.5 of this manual) 

• Overlying airspace, compliance with aviation regulations as appropriate to the operation, and 

off-nominal procedures 

• Communication, command, control, and payload frequency spectrum requirements 

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• Reliability, performance, and airworthiness to established standards 

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There will be Post Flight Debriefings to allow the opportunity for the review of the actions taken and 

learn from the experiences. AT will document the findings and incorporate them in future flight operations and training as required. 

6.1.2. 7 Documentation - Prior to conducting flight operations the Team Leader will ensure that the 

following documentation is on hand: 

o This manual 

o UAS Operators Manual 

o Copy of Flight Plan submitted to local FDSO 

o Copy of approvals - property owners/authorities, permission to collect data from authorized persons in sterile areas 

o Copy of FAA exemption 

o Copy of FAA certificate of registration (AC-8050) 

o PIC Pilot Certificate 

6.1.3 Pre-flight Briefings -A briefing will be conducted in regard to the planned sUAS operations 

prior to each day's activities to ensure there is a collective understand of the flight mission and objectives. It will be mandatory that all personnel who will be performing duties within the boundaries of the 

sterile area be present for this briefing. The briefing will include: 

• Orientation to the Flight Operations Area and key features- PIC location, take-off and landing 

zones, review of obstacles and known hazards 

• Orientation to the sUAS and capabilities 

• Review of Flight Plan, including any special considerations or requirements 

• Review of communications procedures 

• Cordon procedures to secure sterile area 

• Review weather conditions and impacts on flight plan 

• Discuss how to handle and emergencies if they should arise 

6.1.4 Pre-Flight Checks 

Prior to flight - ensure controlled access is established in the "sterile area" 

• Check weather conditions (ceiling, precipitation, icing conditions, and wind speed) to ensure it 

supports flight operations 

• All personnel accounted for and notified of pending flight operations- ensure a minimum of 

1Om stand-off between platform and any obstacles/personnel on take off 

• Take-Off and Landing zone is designated and clearly marked, and not near any metal or magnetic material 

• Communications check with visual observer and team leader 

• Double check flight planning and ensure there is enough charge to support the flight, including 

safe return (nominal 45 minute flight, with at leafs 25% battery power remaining) 

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1395 Grandview Ave, Ste 3 

Columbus, OH 43212 

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PIC will ensure that all pre-flight checks are conducted in the same environment as flight operations 

(not indoors or vehicle). The aircraft must be at ambient temperature before take-off- a difference between ambient temperature and of sensors/components may cause serious issues, including system 

failures and communications problems. 

Check flight-batteries 

• Charge batteries fully before flight 

• Conduct single cell test on each cell to check entire voltage 

• Inspect battery for visible damage 

• Ensure the connectors are firmly attached and functional 

• Check the main power cable and connectors 

Check the battery of the RC-Transmitter 

• Charge the RC-transmitter battery fully before flight 

• Inspect the battery for visible damage 

• Check the cable connection between the battery and the RC-transmitter 

Check the Ground Control Station (GCS) 

• Charge GCS battery fully before flight 

• Check the USB-cable-connections of the GCS 

• Ensure that the mission planning and piloting software starts up correctly 

Check the flight controller SO-card 

• Ensure it only contains the flight information for the current mission 

• Check the contacts of the SO-Card 

• Ensure the SO-Card slides into the slot tightly and smoothly 

Check the payload 

• Check that recording device, if required is present (SO-Card, etc) 

• Check the battery of payload 

• Check settings of the payload- resolution, frame rate, etc. 

Check the settings of the flight controller system 

• Safe flight altitude - 400 ft preset 

• Establish designated take-off/landing zone as 0 feet AGL 

• Homing functions as required based on flight planning 

• Speed is appropriate for mission, payload, and conditions 

• Payload settings as requested 

• Ensure waypoint navigation, if used, was uploaded successfully 

Inspect the Airframe 

• Check that arms are unfolded and safely locked into flight position 

• Inspect all parts of the drone for visible damage 

• Make sure that the landing gear has no foreign objects or debris (FOO) on the surface 

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Secure and Inspect Payload 

• Secure payload connections firmly and correctly 

• Inspect all cable connections for damages and proper attachment 

• Switch the payload "on" and check that it is functioning properly 

• DOUBL-ECHECK that payload is secured properly to the airframe 

Final Pre-Flight Procedures 

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• Ensure that batteries are firmly secured in the battery well and connected into the airframe 

safely and securely 

• Check power cable, connections and plugs for damages 

• Check connection of GPS receiver cable for damages and securely connected 

• DOUBLE-CHECK power cable for damage and ensure it is secured properly 

• DOUBLE-CHECK GPS receiver cable is connected and secured properly 

• Close GPS top cover and close safely 

• DOUBLE-CHECK GPS top cover to ensure it is closed and secured 

• Check all antennas of the aircraft and subsystems to ensure they are connected securely and 

functioning properly 

6.2 Flight Operations 

6.2.1 Ready for Take-off 

• Ensure take-off and landing areas are clear and free of obstacles 

• Ensure aircraft has acclimatized to ambient temperature 

• Ensure Rc-transmitter is "on" and functioning 

o E and F sliders in down position - 0 

o Select appropriate flight control 

o Ensure trimming indicators are in neutral 

• Ensure GCS are "on" and working properly 

• Check to make sure GCS antenna is facing the flight course and working properly 

• Check if the battery is installed in the GCS or connected to functioning external power source 

• Check if the USB-cable for telemetry stream is connected and functioning properly 

• Check if the USB-cable for the video stream is connected properly 

• Start flight control software on the flight computer and ensure it is working properly 

• Confirm wind direction and wind speed 

• Confirm control of the airspace/sterile area of operations 

• DOUBLE-CHECK Communications between Pilot, Visual Observer and Team Leader 

• Power-up aircraft 

6.2.2 Take-off Procedures 

• Check for any error-diagnosis-messages 

• Ensure activation of functions within flight control software work properly (video stream, battery 

state indicator, etc) 

• DOUBLE-CHECK take-off and landing zone is clear 

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• Ensure no personnel or obstacles are within 1Om of the aircraft 

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• Check telemetry (number of satellites, signal strength, accuracy reading) data for properly 

working GPS. Accuracy reading must by less than or equal to 3m for flight operations 

• Check flight battery voltage is current and accurate 

• Check airspace for safe flight clearance for take-off 

• Boost altitude slider to check all motors to ensure smooth operation and no faults 

• Check pitch and yaw by moving sliders in different directions (back, forward, left, right) 

• Check the flight battery voltage for no unusual drops 

• Check for any strong vibrations or instability 

• DOUBLE-CHECK airspace - is it still safe and ready for flight 

• Take-off at maximum power to ascend quickly and straight up 

• Ensure aircraft is in a stable flying attitude before applying directional throttle 

• Listen for any unexpected noises 

• Check for any abnormalities in flight performance 

o Check Altitude stability 

o Check position hold accuracy 

o Check the yaw axis through a a full 360 degree turn, stopping at 45 degree increments 

o Check telemetry to GCS 

o Check battery voltage for accuracy 

o Check the GPS signal quality for accuracy 

6.2.3 Guidelines for Flight Operations 

• Flights will be operated within line-of-sight of a pilot and/or visual observer during daylight 

hours. 

• Maximum total flight time for each operational flight will be 45 minutes. Flights will be terminated at 25% battery power reserve should that occur prior to the 45 minute limit. 

• Flights will be operated at an altitude of no more than 400ft above ground level. 

• The UAV will not be operated over any person, except authorized and consenting personnel 

• The flight must be aborted in the event of any unpredicted obstacle or emergency 

• If the sUAS loses communications or loses its GPS signal, the sUAS is equipped with advanced safety features that will allow the attempt to re-establish contact with the GCS (hover in 

place), and after 3 minutes the sUAS will automatically return to a pre-determined location. 

• The PIC will have the capability to abort a flight in case of unpredicted obstacles or emergencies. 

• No night operations 

• No operation of the UAS from a moving device or vehicle 

• No flight operations in Class B, C, or D airspace without written approval from the FAA 

• No flight operations within 5 nautical miles from non-towered airports unless a letter of agreement has been signed with the operating authorities and NOT AM is filed no less than 72 hours 

prior to flight operations 

6.2.4 Landing Procedures 

• PIC or Visual Observer will verify that landing zone is clear 

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• All personnel in the Sterile Area notified that aircraft will be landing 

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• Never come down with maximum speed in a straight line. Come down smoothly and let the 

system rest in hover for a few seconds in case of turbulences. 

• Avoid linear descent- fly in diagonal or helix patterns 

• Approach carefully to the ground - remember ground effect and go over that point as soon as 

possible. 

• Power throttle downward 100% a few centimeters above the ground and keep throttle in this 

position 

• Keep power throttle down and pull down the F-slider in the moment the landing gear 

touched the ground 

• Wait until all motors completely stop 

6.3 Recovery 

Recovery operations include UAS post-flight maintenance and disassembly, documentation of flights, 

and post flight debriefing conducted by the Team Leader 

6.3.1 Post-Flight Checks 

• Once a safe landing is completed and rotors and motors have completely stopped, disconnect 

the aircraft battery systems 

• Conduct visual inspection of the airframe - look for visible cracks and structurally sound. Check 

Top-Cover and Arm-Locks for proper and solid fit and locking. 

• Conduct visual inspection of the rotors - looking for cracks, breaks, structural integrity, and secured properly 

• Check charge of all batteries (aerial vehicle, command station, and radio repeater station) and 

begin recharging procedures as required 

• Disassemble and store UAS components 

6.3.2 Logging flying time- An entry will be made in the Aviator's Flight Record, maintained at AT 

corporate headquarters by the Director of UAS Services, for each flight or simulated flight by all pilots, 

visual observers and team leaders indicating duties performed, mission, and flight condition. When 

recording flight time, use the following symbols: 

Duty. Use the following symbols to record flight time in the UAS. A crew member may not perform 

crew duties at multiple stations simultaneously. Crew members of UASs instructing or evaluating from 

a non-crew member station will use the symbol for the duty being performed. The IP/10 will be used 

to designate the commander of the aircraft. 

TL: Team Leader 

PIC: Pilot In Command 

VO: Visual Observer 

IP: instructor pilot 

10: Instructor Observer. 

Mission. Use the following symbols to record flight time when performing duties specified by the 

symbol: 

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A: acceptance test flight 

F: maintenance test flight 

S: service missions 

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T: training flight for individual qualification, refresher, mission, or continuation 

Flight conditions. 

D: day (between the hours of official sunrise and sunset). 

S: simulator flight (flights conducted in an approved UAS synthetic flight training simulator). 

6.3.3 Post Flight Debriefing 

• Review intended flight operations plan 

• Discuss execution of flight plan, focusing on what was done correctly, as well as what changes 

or deviations had to be made. Highlight areas that went well and what needs improvement 

• Team Leader documents debriefing and files after action report with Director of UAS Services 

6.4 Emergency Procedures and System Failures - The sUAS has extensive failure detection and 

handling capabilities. All failures are deeded to be either fatal or nonfatal. Failures classified as fatal 

result in a Fatal Condition Response (FCR) and failures classified as nonfatal result in a Non-Fatal 

Condition Response (NFCR). 

Sensor Failure- Failure of onboard flight instruments/sensors will degrade the UAV performance and 

will result in either a FCR or a NFCR, depending on their severity. If the UAV becomes unstable due 

to sensor failure, it will stop all four motors and free fall to avoid a fly away condition. 

Motor Failure- The UAV flight performance will degrade significantly if one or more motors fails. Airframe Failure- If airframe is damaged in ways that impacts flight characteristics, the UAS will behave 

similar to if an on board flight instrument failed. 

Navigation System Failure- In a navigation system failure, degraded GPS will result in FCR or NFCR 

's depending on failures. Power Failure- A complete battery failure which results in power loss to the 

UAV will result in degraded flight performance. 

Low Battery Condition - Operator will be alerted of a low battery condition and will land the aircraft as 

soon as able. 

Line of Sight Loss- All flight operations will be conducted with the UAV within visual sight of the pilot. 

If the pilot's view becomes obstructed and line of sight is lost, the pilot may instruct the UAV to hover 

in place until line of sight is reestablished, to return to the takeoff position, or to land at the current position. 

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Section 7: Privacy 

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Asymmetric Technologies is committed to operating our UAS in a professional and respectful manner. As such, we voluntarily subscribe to the Association of Unmanned Vehicles International's 

(AUVSI) Code of Conduct (http://www.auvsi.org/conduct), including specifically the commitments to 

Respect: 

• We will respect the right of other users of the airspace 

• We will respect the privacy of individuals 

• We will respect the concerns of the public as they relate to unmanned aircraft operations 

The U.S. Supreme Court has held that '"[a] person traveling in an automobile on public thoroughfares 

has no reasonable expectation of privacy .... "' Therefore, AT's infrastructure flight missions does 

not pose a privacy threat to motorists traveling on the roadway inadvertently captured on video because they have no reasonable expectation of privacy. However, to further protect individuals who 

have had their image captured during an inspection, AT proposes the following actions to ensure professional and respectful collection of data: 

• No AT flight will have as its mission intentionally collecting the personal information of individuals in the general public where they have and expectation of privacy to include imagery, 

phone, wireless or other electronic emissions that might contain personal information 

• AT will make public all flights and notify the general public impacted, including the use of Notice to Airmen and coordination with property owners/authorities 

• AT will conduct flight planning to ensure minimizing the data collected, and reducing the likelihood of collecting personal information 

• AT will review the data collected for unintentional collection - no personal information collected 

or permissions of the persons in question to retain personal data where there is a reasonable 

expectation of privacy 

• Data collected by the UAS is stored both on a memory device on the UA (SO Card) and on the 

Ground Control station. The data recorded on the SO card will be downloaded and then erased 

from the card prior to every mission. 

• AT will review the gathered data on the SO Card and GCS, and while processing the data for 

deliverables (typically limited to specific images of infrastructure) AT will sanitize the likenesses 

of individuals and personal information (such as license plates) from the final product provided 

to the customer 

• Data collected is the property of the customer commissioning the flight and will not be transmitted outside AT and its customers 

The AT privacy policy in regards to UAS operations will be reviewed on an annual basis to verify compliance with existing laws and regulations 

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Appendix A: Risk Management Tool 

Is the Air Crew Current? 

A. In category and class? 

B. In the make and model 

C. Take-offs and Landings? 

D. Have you undergone training/re-cert in the last 90 days? 

Subtotal "No" Answers 

Is the Air Crew Up to it Today? 

A. Considering current personal circumstances does the crew feel up 

to flying today? 

B. Will you be mentally focused on flying now and after any meetings? 

C. Has the Crew properly compartmentalized non-flying concerns? 

D. Is the crew properly rested for today's flight (lAW Sect. 3.6)? 

E. Can the flight be readily postponed or rescheduled without undue 

pressure 

Subtotal "No" Answers 

What does Today's Flight Look Like? 

A. Are you familiar with the flight operations area, terrain and procedures? 

B. Is the take-off/landing zone clear of any obstacles? 

C. Is the forecast free of precipitation and changing winds? 

Subtotal "No" Answers 

UAS Condition 

A. 

B. 

C. 

Has the UAS flown since the last maintenance or repair? 

Have you determined that the UAS is currently airworthy? 

Will you land with at least 25% battery remaining? 

Subtotal "No" Answers 

Total of All "No" Answers 

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Yes 

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No 

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Appendix 8: Example Aircraft Maintenance Log 

Aircraft 

Aircraft N-Number 

Aircraft Serial Number 

Date Total time in Service 

Airframe Engine Rotor RC 

Description 

GCS 

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1395 Grandview Ave, Ste 3 

Columbus, OH 43212 

Remarks 

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Technician 

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Appendix C: Example Aircraft Flight Log 

A/C: 

A/C N-Number: 

AIC Serial Number: 

Fliaht ID Date Time of Flight PIC Purpose 

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1395 Grandview Ave, Ste 3 

Columbus, OH 43212 

Remarks 

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Appendix D: Example Crewmember Log 

Name: 

Company 10: 

Supervisor: 

Flight Date 

ID 

Duty Mission Flight 

Conditions 

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1395 Grandview Ave, Ste 3 

Columbus, OH 43212 

Remarks 

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