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• :.·· ·Rockllvell ·· Collins
December 7, 2015 U.S. Department ofTransportation, Docket Operations West Building Ground Floor, Room W12-140 1200 New Jersey Avenue, SE Washington, DC 20590 

# --- 400 Collins Road NE Cedar Rapids, Iowa 52498 319.295.1000 www.rockwellcollins.com



### Subject: Exemption Request for Rockwell Collins Under Section 333 of the FAA Modernization and Reform Act of2012. Dear Sir or Madam, Rockwell Collins is pursuing research and development in novel all-service, all-weather landing systems that derive highly accuratethree-dimensionalpositioncapable ofbeingused for ILS (Instrument Landing System) style approaches in degraded visibility, primarilyfor Small Unmanned Aircraft System (SUAS) 1

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### The increases in accuracy and reliability will significantly enhance flight operations while reducing non-operational periods due to weather, ground equipage, or radio frequency interference. Elements ofthis research may also apply to manned operations. Further, these technologies could further the safe integration ofSUAS into the NAS (National Airspace System), empowering the safety andefficiency objectivesbeingpursuedbysection 333 oftheFAA ModernizationandReformActof2012. In accordance with 14 C.F.R. Part 11, Rockwell Collins kindly requests exemptions from several provisions ofthe Federal Aviation Regulations (FAR) to allow operations of a SUAS in the NAS for purposes ofresearch and development. Rockwell Collins submits this application requesting summary processing as the reliefrequested herein has been granted to other organizations.2 

### Current FAA rules grant a wide latitude offreedom to the hobbyist community to operate SUAS in an outdoor environment. Because Rockwell Collins is a commercial enterprise, we have been limited to perform indoor testing ofresearch and development initiatives, or forcing use ofour civil aircraft fleet, both ofwhich are counterproductive options. Rockwell Collins has a well-established regulatory compliance culture. Our expertise with airborne systems and equipment certification brings a keen understanding ofthe importance ofextensive security, planning, documentation and control offlight operations. Rockwell Collins proposes to operate the SUAS under following conditions: • In the United States • At least 5 miles away from towered airports (except with permission from air traffic control) and

by monitoring nearby airport frequencies when tower is closed or a nearby airport is uncontrolled 1in accordance with the terms ofPublic Law 112-95 2Exemptions 11109, 11259, 11435 and others, authorize the commercial operation ofa SUAS on terms and conditions that Rockwell Collins accepts. 

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### • Below 400 feet ofaltitude above ground level •. • No less than 500 feet below, and 2000 feet horizontal separation from clouds • To give right ofway to all other NAS activities, including but not limited to air ambulances • No faster than 80 knots calibrated airspeed • Within human visual line ofsight 3 

### • Under supervision ofa Rockwell Collins employed, FAA certified pilot, with at least a current

third-class medical certificate and meeting flight review requirements specified in 14 CFR §61.56, andinadditionmeetingspecific experienceintheoperationofthespecific SUAS. Priordocumented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement • Equipped with clearly illuminated position, anti-collision, and annunciator lights • Operated at pre-determined test ranges Theexemption requested herein apply tocivil aircraft that have the characteristics andthat operate with the limitations listed. Said limitations provide at least 

### equivalent, or higher, levels ofsafety to operations under the current regulatory structure. The scope of this request is narrow, limited to Rockwell Collins in the United States, and in compliance with all applicable regulations. Given the proven flight deck expertise and aviation heritage of Rockwell Collins, and the low risk nature of proposed operations, we kindly request FAA's full consideration ofthis exemption. Ifthe FAA feels that Rockwell Collins should clarify, modify, or amend any regulations in this application, we would be happy to do so. Please feel free to contact us with any questions.
Technical POC: Dr. Koray Celik Rockwell Collins 400 Collins Road NE, MS 108-205 Cedar Rapids, IA, 52498 Telephone: 319-263-2853 E-mail: koray.celik@rockwellcollins.com Administrative POC: Dr. Gary A. McGraw Rockwell Collins 400 Collins Road NE, MS 108-205 Cedar Rapids, IA, 52498 Telephone: 319-295-4578 E-mail: gary.mcgraw@rockwellcollins.com 

### Information supporting this petition as specified in 14 C.F.R. §11.81 is provided in the following enclosures. 

### Enclosures: Rockwell Collins 333 Exemption Request Supple Rockwell Collins SUAS Pilot's Operating Ha ook ( 

### pproved for Federal Register) roprietary; Do Not Publish)

3The SUAS shall be operated within visual line ofsight, without the aid of vision range enhancing devices such as binoculars. Prescription corrective eyewear as specified on a medical certificate, sunglasses, protective goggles, are exempt from this clause. 

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• December 7, 2015 U.S. Department ofThansportation, Docket Operations West Building Ground Floor, Room W12-140 1200 New Jersey Avenue, SE Washington, DC 20590 

# Rockwell Collins

Subject: Rockwell Collins 333 Exemption Request Supplement 

# --- 400Collins Road NE CedarRapids, Iowa 52498 319.295.1000 www.rockwellcollins.com



## 1 Information Supporting this Petition as Specified in 14 C.F.R. §11.81 1.1 (a) Name and mailing address and, other contact information such as a fax number, telephone number, or e-mail address; Technical POC: Dr. Koray Celik Rockwell Collins 400 Collins Road NE, MS 108-205 Cedar Rapids, lA, 52498 Telephone: 319-263-2853 E-mail: koray.celik@rockwellcollins.com Administrative POC: Dr. Gary A. McGraw Rockwell Collins 400 Collins Road NE, MS 108-205 Cedar Rapids, lA, 52498 Telephone: 319-295-4578 E-mail: gary.mcgraw@rockwellcollins.com 

### 1.2 (b) The specific section or sections of 14 CFR from which Rockwell Collins seeks an exemption; Please see Table 1 for a listing of the sections of 14 CFR affected. Apart from regulations either unnecessary as moot or deemed incorporated herein, we believe an exemption from the regulations summarized in Table 1is sufficient to conduct the research and development described. To the extent, however, that the FAA may deem it necessary, we also request an exemption from any regulations ancillary to the foregoing that might be needed to facilitate the desired operations. Given the nature of the specific relief sought by this exemption request, and the particulars of our desired testing operations andproposed safeguards, Rockwell Collins also kindlyrequestsfor relieffrom anyassociated or implementing requirements of several related provisions that may otherwise be applicable, to the extent FAA finds it necessary to grant this request. 

### 1.3 (c) TheextentofreliefRockwell Collinsseeks, andthereasonRockwell Collins seeks the relief; We seek an exemption from the several interrelated provisions of 14 CFRparts 21, 45 and 91 to the extent necessary to engage ininternalresearch anddevelopment ofnovel avionics solutions for a broad 1

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Table 1: Exemption Request Summary Code of Federal Regulations (CFR) Title 14 14CFRPart & Regulation Description Rationale for Exempt10n Requested Subpart 11 General rulemaking procedures Public rulemaking procedures 5 U.S.CJ. 553 observed by Rockwell Collins while preparing this request. 21 O<ubpart 11 Expcnmcnta certificates**~imtted** scope o operatwnal use**of_"::;~_U_-:~C** would be**counterpro~** and 21.191(a) ductive for both FAA and Rockwell Collins resources considering the rapid development nature of the SUAS in question.**!~:;~(b)** and Display of Marks; General ( Size of marks Umquc aspects o**SUA~** acs1gn ana connguratwn maKe compliance with markings a challenge. Markings and numbers shall be made as large as practicable within the limits of SUAS fuselage. 47.3 \b) Aircra t registratwn**~Ugibility** ot experimental :SUA:S or registration under 49 U.::;.v. 44101-44104. 61.113(a) and Private pilot privileges and limitations: Pilot in Due to the simple, low-altitude, and low-risk nature of our SUAS, (b) command it is an unnecessary burden on company resources to pull Rockwell Collins employed airline transport pilots into this operation. We propose our systems engineers operate the SUAS, at least one of which with an FAA private pilot certification. They have neither been hired nor compensated for private pilot duties, but to develop avionics. 91.3 Responsibility and authority of the pilot in com- SUA.S testing under th1s exemption to be conducted under supervimand sian of dedicated pilot(s) in command with current FAA certificate or FAA recognized equivalent under 14 CFR §61(e) 91.7 t.;ivil a1rcra t airworthiness .H.egu atory standards or determining ::;UA::; airworthiness to be established and applied by Rockwell Collins. 91.9[b) Civil_ atrcraft fiight manual, marking, and p acard Rockwell Collins Pi at Operatton Handbook, and_ltockwell u_ollins requirements Maintenance Manual shall be used, and kept on location of SUAS operations. 91.103 PrcHight actiOn ltockwell collins Pilot s Uperatmg
_Handbook is to be used for proper preflight actions such as checklists. 91.105 Flight crewmembers at stations t.;rewmember stations are located on ground**~vchic** e mounted) and safety belts are not applicable. 91.109 Flight m•tructwn; Simulated instrument flight and The Rockwell Coums ::>UA::> allows a dual set of controls, w1th the certain flight tests ability on left controls (instructor controls) to disable right controls (student controls) for training purposes. The same control deck can 

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also be connected to a sophi::;ticated flight simulator for sufficient operational training. 91.119(c) Minimum safe altitudes: General Civil aircraft may not be operated closerthan 500 eet to any person, vessel, vehicle, or structure. Rockwell Collins proposes the SUAS to be operated under 400 feet, with notification of all residing tenets and access control top operations. 91.121 Altimeter ::;ettings RocKwell vouins is a eader in military (..j-.1-"'::S systems and proposes to use proprietary satellite based technologies to derive SUAS altitude capabilities, which are significantly more precise than barometric measurements. 91.144 Temporary re::;tnctiOn on tt1gnt operation::; aurmg ttoc1<we11 vo111ns proposes sate1ute oasea tecnno og1es to aenve abnormally high barometric pressure conditions SUAS altitude capabilities which do not depend on barometric conditions
. \H.151[a)(1) Fue requtrements or Hight m VFlt conditwns**.l<~A.**regu at10ns reqmre a 30 mmute mmimum ue reserve.**~<:>n** sidering the 400 feet operations ceiling, the SUAS has safe landing capability with a 10 minute reserve (not intended as a landing fuel target). 91.203(a) and Civil aircraft: Certifications req·uired SUA.S operations are above civil safety standards considering size, (b) weight, speed, ceiling, and restricted nature of operations. 91.209 Aircraft ights**"t;~--':~** shall _be equipped with clear y illuminated position, anticollision, and annunciator lights as large and bright as practicable. 91.405(aJ lV!aintenance required Applicable to aircraft with airworthiness certificates. Maintenance is to be performed by Rockwell Collins employed and trained technicians based on pre-flight dh;crepancies if any. 91.407(a)\1J Operation atter maintenance, preventive mainte- un y app icable to a1rcra t witn airworthiness certincates. Flight nance, rebuilding, or alteration tests after any maintenance shall be performed by the pilot and recorded in the SUAS flight log as a maintenance test flight. 91.409(a)l1) and Inspections APJ?_Hcable to**aircr~tt** with airworthiness certihcates. Inspections (2) shall be performed by the pilot on a regular basis, in accordance with the Rockwell Collins Pilot's Operating Handbook. Yl.417(aJ ana lVJ.alntenance recoras un y app ICab!e to a1rcra t w1th a1rwortnmess certificates. Any (b) maintenance performed over the SUAS shall be recorded on a maintenance log to be maintained in Rockwell Collins records.



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• range of SUAS. Said new technologies are going to address aviation problems in the terminal phase oflanding approach for SUAS. As a part ofthis effort we intend to outfit an industrial grade remote controlled helicopter with said systems and perform very low altitude testing (400 feet and below). The nature of our intended operations are research oriented rather than commercially oriented, and are such that they would have been expressly permitted for recreational use. Rockwell Collins SUAS will not create a hazard to users of the national airspace system or the public or pose a threat to national security, and is consistent with the congressional mandate in Section 333 ofthe FAA Modernization and Reform Act of2012, which gives FAA a mechanism to allow certain SUAS to operate safely in the national airspace system. Rockwell Collins has developed a significant setofsafeguards to applyto our SUAS research anddevelopment efforts. Operationsunder these safeguards will provide for a level of safety consistent with civilian aviation regulations that FAA currently authorizes, and due to unique nature ofSUAS, without requiring compliance with the regulations from which we seek an exemption. While Rockwell Collins also intends to use one ormore oftheFAA selected test sitesin theUnited States, and (in long term) seek a special airworthiness certificate in the experimental category, at this stage in the effort doing so would prove impractical for Rockwell Collins as our sole or even primary method ofresearch and development testing. Further, doing so would also unnecessarily tax scarce FAA resources. It is also unnecessarytoburdenboththeFAA andRockwell Collinsifwe wererequired to apply for a special airworthiness certificate for every SUAS design or testing configuration while we are in research and development phase, and the SUAS itselfis subject to rapid prototyping. 

### 1.4 (d) The reasons why granting Rockwell Collins [the) request would be in the public interest; that is, how it would benefit the public as a whole; SUAS literature has demonstrated diverse and numerous civil applications that are in the nationalinterestofthe United States. Whilethecommercial use ofSUAS intheNAS has thepotentialtounlock substantial opportunities to the nation for economic growth, scientific leadership, and technological superiority, barriers remain in terms ofensuring the safe integration of SUAS in the NAS, including SUAS avionics with an appropriate level ofcertification. Rockwell Collins has the capability and expertise to develop miniaturized versions ofcertifiable avionics technologies, settingthe new standards in the industry for safety, reliability, and quality. Therefore, granting Rockwell Collins this benefit would be in the public interest. Rockwell Collins has been participatingin the NASA Unmanned 'Iraffic Management (UTM) systemandworkinginclosecollaborationwiththeFAAtounderstandtherequirementsfor SUAS avionics solutions. These avionics solutions comprise key enabling technologies NASA is going to depend on in order to be able to demonstrate UTM concepts and have a formal technology transfer to FAA in the near future. As part of the research and development that Rockwell Collins is undertaking, we will be addressing the safe recovery of SUAS in degraded environmental conditions, including both meteorological and in terms ofradio frequency interference to GPS and communications. InsummarygrantingthisexemptiontoRockwell Collinsfor itsresearch anddevelopment purposes is in public interest for several reasons, including, but not limited to: • develops meanstoachieverequirednavigationperformanceandsituationalawarenessindegraded

visibility conditions and when GPS is unavailable; • novellandbased, airborne, and shipborne SUAS launch and retrieval capabilities are enabled 3

### • preferred use ofSUAS in high threat operations increases • loss ofSUAS in combat is reduced therefore protecting US sensitive technologies • general aviation pilots can be alerted to the precise position and intent ofSUAS • enables development ofnew and improved "sense and avoid" capabilities1 

### • safe civilian low altitude SUAS operations are enabled • newjobs and markets are created, accelerating demand and thereby research and development

ofSUAS technology 

### 1.5 (e) The reasons why grantingthe exemptionwould 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 the exemption; 1.5.1 Safe Test Ranges Rockwell Collins proposes to select SUAS test ranges to be located at least 5 nauticalmiles away from aviation activities such as airports, while also remaining well clear from densely populated areas. We propose to operate the SUAS in: 

### (i} the area highlighted on Figure 1, 

### (ii} applicable sectors of the Rockwell Collins Headquarters Campus; and 

### (iii} applicable Academy ofModel Aeronautics (AMA) sanctioned flight fields. Our campus is located 14 miles north of KCID, and covers more than 160 acres. Full scale heli- 

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copters as large as the C-47 Chinook have been accommodated on our campus before, as shown in • Figure 2. The areawhere we intend toperformthemajority ofour testingis approximately four miles north ofour campus, and is surrounded by agricultural fields with vast open class-G airspace, and is not a populatedarea. Whenoperatedin such areas, grantingtheexemptionwould not adversely affect safety ofthe NAS.


### 1.5.2 Limited Scope of Operations Rockwell Collins proposes to be a direct and sole operator of SUAS, with an immediate need for the requested exemption for internal research and development. Rockwell Collins proposes to: • directly operate the UAS for business research and development only • by Rockwell Collins employees only • for the immediate benefit ofRockwell Collins only Rockwell Collins shall 

### not provide any SUAS services as: • compensation or hire • indirect service provider • contractor Rockwell Collins employee(s) operating the SUAS, cannot, and shall 

### not: 1not to be confused with "see and avoid" 

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Figure 1: Proposed Rockwell Collins SUAS Test Asset operations areas, shown in orange circle, North ofandoutsideKCID Class-C airspacetransition. Thisareaconsistsofmanysquaremilesofagricultural flatlands. Approximate centroid coordinates for the circular area are 42.156240, -91.618253. A model aviation airstrip is located at 42.089454, -91.645055. Radius of operations area about centroid is approximately 6.5 statue miles.



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### Figure 2: 

### Top: A US Army Aviation Applied Technology Directorate EH-601 Black Hawk near Rockwell Collins hangar in Cedar Rapids, Iowa. 

### Bottom: A CH-47F Chinook from PM Cargo at Redstone Arsenal, landing at Rockwell Collins campus for the Rockwell Collins Common Avionics Architecture System (CAAS). Therotor blades on a Chinook helicopter are about 60 feet in diameter with enough internal cargo space for two Humvee units, in comparison with the 7 feet rotor span of our proposed SUAS Test Asset.

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• • transport persons • transport property The scope ofthis request is narrow, limited to Rockwell Collins in the United States, and in compliancewithallapplicable Federal, State, andLocalregulations. Giventheproven flight deckexpertise and aviation heritage ofRockwell Collins, the secure and regulated nature ofRockwell Collins facilities, and thelow risk nature ofproposedoperations, we kindly request FAA's full consideration ofthis exemption. Theproposed SUAS is anindustrial gradehelicopter withmaximum gross take-offweight in excess of40 pounds (but below 55 pounds at all times) including payload and fuel. Maximum endurance is 3 hours. Maximumairspeedis 80 knotsperhour. Rockwell Collinsproposestousethis SUAS toresearch anddevelop new technologies that address aviationproblems intheterminalphaseofapproach. Inthe natureofthis problem, precision positioning and endurance ofthe aircraft is ofgreater importanceto us than top speed and range. Nap-of-Earth (NOE) flight is ofgreater value than high altitudes. Our SUAS will therefore spend the majority offlight operations very close to the ground, either hovering, or conducting slow and precision maneuvers. This flight operation does not pose any risk tothe NAS.


### 1.5.3 A Summary ofAdditional Proposed Operational Safety Precautions 1. Rockwell Collins SUAS shall be operated by Rockwell Collins systems engineers. At least one employee who holds at least anFAA privatepilot certificate, atleast a currentthird-classmedical certificate, and meet flight review requirements specified in 14 CFR §61.56, shall supervise flight operations, to include training with dual flight controls. 2. Rockwell Collins employees to be operating the SUAS shall be trained in the operation of the specific SUAS and must have accumulated and logged, in a manner consistent with 14 CFR §61.51 (b), a minimum of40 hours oftotal time as a SUAS rotorcraft pilot. Prior documented flight experience that was obtained in compliance with applicable regulations may satisfy this requirement. 3. Allpersonsnotessentialfor flight operations areconsiderednon-participants, andtheSUAS shall operate with appropriate distance from non-participants in accordance with 14 CFR §91.119. 4. A Visual Observer (VO) will be designated before each flight, minimum crew for each operation will consisting of the pilot and aVO. The pilot and VO will remain at distances where direct communication with each other is possible at all times. The purpose ofthe VO is to provide an extrapair ofeyes to keep the SUAs in visual range, as well as watch out for traffic. 5. Safety Briefings will beconductedbeforeeachoperationtoinclude, but not limitedtodesignated roles ofeveryoneinvolvedintheoperation,riskmanagementandmitigation, andvisualinspection ofthe flight path and surrounding area and equipment to identify potential concerns. 6. A safetychecklistwillbecompletedbythepilot toensureall areasofconcernontheaircrafthave been identified and addressed. A flight will not be conducted ifa concern cannot be resolved. 7. All radio frequency spectrum used for operation and control ofthe SUAS shall comply with the Federal Communications Commission (FCC) or other appropriate government oversight agency requirements for frequency clearances such as aDD 1494 authorization.


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### 8. The SUAS shall be equipped with an attitude and heading system and shall be designed such • that, should it lose communications or lose its GPS signal, to return to a pre-determined safe location for landing. Rockwell Collins is a leader in military GPS systems and is pioneering research GPS-denied navigation technologies. 9. SUAS shall be maintained in accordance withthe Rockwell Collins Maintenance Manual specific to the SUAS, prepared in the light of manufacturer recommendations and safety bulletins and equivalent pertaining to the SUAS. 10. Rockwell Collins will document and maintain a record ofthe SUAS maintenance, preventative maintenance, alterations, status ofreplacement/overhaul component parts, andthetotal timein service. 11. Thepilot shallperforma preflight inspection, controller, and groundcontrolstationprior toeach flight to ensure it is operational with no discrepancies. 12. Maintenanceor repairsthat may affect the SUAS operationor flight characteristics shallundergo a test flight inaccordancewiththeRockwell Collins Pilot's OperatingHandbook. Thistest flight shall be recorded in the SUAS logbooks. If

### the test flight is completed successfully, the SUAS will be returned to service. 13. SUAS shall be identified by serial number, registered in accordance with 14 CFR §47, and have identification (N-Number) markings in accordance with 14 CFR §45, Subpart C, except with respect to the size ofthe markings. Markings shall be made as large as practicable. 14. Rockwell Collins shall obtain an Air Traffic Organization (ATO) issued Certificate of Waiver prior to conducting any operations under this grant ofexemption. This is not to be confused • with the COA from FAA. We are referring to the type of authorization that is required when operating within a specified distance ofan airport. Under such circumstances Rockwell Collins shall also check a Notice to Airman (NOTAM) not more than 72 hours in advance, but not less than 48 hours prior to the operation from FAA website. 15. The SUAS shall not operatein Class A, B, C, D orE airspace without written approval from the FAA. The SUAS shall not operate within 5 nautical miles ofthe geographic center ofan airport as denoted on a current FAA-published aeronautical chart unless a letter of agreement with that airport management and ATC is obtained, and the operation is conducted in accordance with a NOTAM as required by the operator's COA. This letter of agreement with the airport management shall be made available upon request. 16. SUAS shall not be operated less than 500 feet below cloud ceiling orless than 2000 feet horizontally from any cloud. 17. 

### A complete, detailed list ofprecautions for operation of SUAS are available in the Rockwell Collins Pilot's Operating Handbook. 1.6 

## {f) A summary we can publish in the Federal Register, stating: Existing anti-collision technologies largely depend on the SUAS internal capabilities to report its position and intention with high integrity. Conventional guidance and navigation systems fail to provide therequired navigationperformancefor an aircraft ofsuch smallproportions. Existing airborneequipment required to utilize widely available positioning and avoidance technologies in SUAS are currently

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• too large, and heavy. Rockwell Collins is conducting research and development towards avionics solutionsthat addressthisproblemwithintheconfines ofsize, weight, power andcost (SWaP-C) for SUAS. Rockwell Collins makesthisrequest for exemptionauthorityas a continuationoflongtermresearch and development efforts to employ SUAS is our internal testing and development capabilities. FAA's grant of this request is a necessary step in order to continue the vital work that Rockwell Collins has accomplished to date. Rockwell Collins proposes the SUAS operation to be directed by Rockwell Collins Advanced Technology Center, and shall only be used for the benefit ofRockwell Collins. 

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### 7 (g) Any additional information, views or arguments available to support this request; and 1. 

### Rockwell Collins has the avionics expertise to operate SUAS. Rockwell Collins is a pioneer in thedevelopment and deployment ofinnovative communication and aviation electronic solutionsfor bothcommercial and government applications. Virtuallyevery aircraft operatingin the NAS today depend on Rockwell Collins avionics, including the new Boeing 787 Dreamliner, Airbus A350XWB and A380, as well as upcoming aircraft such as the Boeing 777X. Operational use ofour subsystems exceed millions offlight hours, with 5 million passengers dependingonour systems every day. Rockwell Collins is theprimaryavionics provider for all U.S. Air Forcetanker programs, and we have a line offighter solutions that covers F-15, F /A-18, F-22, F-35, and JAS 39. Rockwell Collins is also a key member ofthe team selected by the U.S. Navy to execute the Joint Precision Approach and Landing System (JPALS) program, developing new solutions to further enhance the Navy's ability to carry out operations in all weather conditions. Rockwell Collins airborne communication systems transmit nearly 70 percent of U.S. and allied military airborne communications. 2. Rockwell Collins has two decades of SUAS integration expertise in providing fullmission pilotless capabilities with unsurpassed accuracy and reliability. As shown in figure 3 we offer a line of SUAS products that include flight controls, autopilot, navigation and guidance, mission computers, engine controls, data links, communication radios, redundant architectures anddamagetolerantpilotlesscapabilities. Rockwell Collinsis a memberoftheX-47B Unmanned Combat Air System Demonstration (UCAS-D) team. The Rockwell Collins Tactical Targeting Network Technology (TTNT) and ARC-210 radio are part ofthe X-47B architecture and play essential roles in helping the aircraft perform vital functions. The General Atomics MQ-1C Gray Eagle, AAI RQ-7 Shadow, RQ-21A Blackjack, Boeing Insitu ScanEagle, Alenia Sky-X, Raytheon LAM, Thales Watchkeeper, EMT Luna X-2000, and Textron Universal Aerial Delivery Dispenser (U-ADD) are some of the currently deployed SUAS flying using Rockwell Collins Athena family of triplex and quad-redundant SUAS autopilot systems. These systems provide autonomous 3D way-point navigation, airspeed and attitude tracking, enforcement of flight envelope constraints, autonomous takeoff and landing, ground control during taxiing, as well as damagetolerance. Ournew SAASM Real-Time Kinematic GPS receiver is thefirst in the industry to provide SUAS with decimeter-level GPS navigation accuracy and SAASM security for protection of SUAS from spoofing attacks. In addition, Rockwell Collins is working with NASA on the development ofa certified C2 datalink to ensure standardization and the reliability of controlling SUAS in shared civil airspace. Rockwell Collins is also working with NASA Unmanned Traffic Management (UTM) to help enable civilian low-altitude airspace and SUAS operations. 3. Rockwell Collins has operational control of its own internal aircraft fleet under 14 CFR Part 125 in the furtherance of its U.S. Operations. The fleet includes many 

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### Figure 3: Top: Rockwell Collins RTK SAASM and Autopilot Used in Shipboard Recovery ofan RQ21A aboard USS Mesa Verde. Bottom: Rockwell Collins Athena line of SUAS and UAS products and example UAS platforms using these systems.

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• advanced aircraft including the Canadair CL-600-2A12, Bombardier CL-600-2B16, Raytheon Hawker 800XP, theBeechcraft Super KingAir 200, amongothers, supportedbyRockwell Collins hangars within the Melbourne International Airport and the Eastern Iowa Airport. Rockwell Collins alsohasoperationalaccess tootheradvanced aircraftthroughpartnershipwithUniversity ofIowa such as the Lockheed Viking S-3 and L-29 jets, and the Mil Mi-2 Hoplite helicopter to name a few. 4. Rockwell Collins aviation expertise extends from fixed wing aircraft to rotary wing. TheRockwell Collins Common Avionics Architecture System (CAAS) for the CH-47F, MH-47G, MH-60L/M, S70B Seahawk, S-92, UH-60M Black Hawk, and the MH-60T helicopters provides these rotorcraft with fully integrated flight and mission management capabilities as well as increased safety during operations in degraded visual environments. 5. Rockwell Collins directly employs FAA Licensed Airline Transport Pilots, and FAA Licensed Technicians with an excellent safety record, and an industry leading culmination of technical expertise is in support ofthis operation. 6. Rockwell Collins is the avionics supplier for many military grade SUAS including the General AtomicsMQ-lC GrayEagle andtheAAI RQ-7 Shadow. Rockwell Collinsemployees are also very active withinthenoncommercialremotecontrolled turbine-helicopters andturbine-jets. 7. Rockwell Collins has a well-established regulatory compliance culture. Our expertise withairborne systemsandequipmentcertificationbrings a keen understandingoftheimportance ofextensivesecurity, planning, documentationandcontrolofoperations. Rockwell Collinshasthe capability ofdeveloping and exercising the necessary proceduresfor safe and effective operations ofthe SUAS Test Asset. 8. Rockwell Collins employs an on-site security force and is able to establish exclusive safe zones for SUAS flights which limits the risk posed by such operations. 9. Rockwell Collins is a government and defense contractor. We have well established facility Access and Technology Control Plans for compliance with government export control regulations as prescribed in theExport ComplianceManual, InternationalTraffic in Arms Regulations, ExportAdministrationRegulations and NationalIndustrialSecurityProgramOperating Manual. Rockwell Collins will deny access to the SUAS Test Asset to anyone not compatible with these regulations, or at any time if the TSA determines them as a security threat. This exemption request continues Rockwell Collins commitment of compliance in working with the FAA to serve the public interest, maintain the integrity ofthe NAS, and will not be a threat to national security. 10. Rockwell Collins facilities can safely accommodate the flight operations ofthe SUAS Test Asset. Full scale helicopters as large as the 26000 pound CH-47F Chinook have operated from our facilities. See figure 2. Rockwell Collins defense technologies provide theU.S. military speed, tacticalflexibility, and information dominance. Because ofour reputation as a broad product and subsystem provider, customers come to Rockwell Collins for all oftheir SUAS needs, mitigating the time, risk and expense ofhaving to manage multiple suppliers. Our intentions with the SUAS Test Asset are to develop enhanced situational awareness in most difficult environments. This technology will enable novel applications in which pilot safety and mission demands prohibit manned aircraft. The combination of Rockwell Collins experience in SUAS and capabilities ofthe SUAS Test Asset make it ideally suited to conduct commercial operations in carefully controlled environments under Class G airspace and within Visual 11

### Line ofSight. Acknowledging theFAA mission toprovidethe safest and most efficient airspace system • in the world, commercial operations ofthe SUAS Test Asset will comply with applicable FAR provisions as well as Rockwell Collins operational risk management and safety protocols as outlined and defined inthe attached exhibits. 

### Exhibits are submitted confidentially. Rockwell Collins will onlyfly in airspaces as allowed underthe exemption grantedto it and will coordinate withthe FAA as necessary to ensure safe operations. As a result ofthe size, weight, maximum speed, operational capability ofour SUAS, safety record andexpertiseofRockwell Collins, thedistanceatwhich SUAS willoperatefrom airportsandpopulated areas; itsoperationwithinvisuallineofsight, withincontrolled boundaries, providede-confliction from other air traffic. Rockwell Collins SUAS does not create a hazard to users ofthe NAS or the public. Nor does it pose a threat to national security. Rockwell Collins recognizes that the FAA has granted exemption with similar circumstances as noted in FAA Exemption Nos. 11109, 11111, 11114, 11136, and 11138. Our expertise in flight deck avionics, mission communications, information management, simulation and training, and our proven safetyrecord, in tandem with the controlled environments in which SUAS will be operating make it clear that this SUAS can operate safely in the NAS without posing a threat to national security. Given the direction ofSection 333 ofthe Reform Act, the strong equivalent level ofsafety surroundingtheproposedoperations, andthesignificant public interest benefits includingtheprovision ofmore efficient and safer facility inspections, Rockwell Collins respectfully requests FAA grant the requested exemption. If 

### the FAA feels that Rockwell Collins should clarify, modify, or amend any regulations in this application, we would be happy to do so. 

### 1.8 (h) If

### Rockwell Collins wants to exercise the privileges ofthis exemption outside the United States, the reason why Rockwell Collins needs to do so. Atthistimewe arenot interestedtoexercisetheprivilegesofthisexemptionoutsidetheUnited States.



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# Rockwell Collins SUAS Pilot's Operating Handbook Revision 5.1 December 7, 2015

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### December 7, 2015



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# Contact Information Koray Qelik Sr. Systems Engineer Navigation 

### & Control Section 

## I Advanced Technology Center MS 108-205, 400 Collins Rd NE., Cedar Rapids, IA, 52498, USA Office: 31912632853 

## I Mobile: 31916400486 General Email: Koray.Celik@rockwellcollins.com Email with Export Restricted Information: Koray.Celik@corp.rockwellcollins.com NOTICE: The contents ofthis document are proprietary to Rockwell Collins and shall not be disclosed, disseminated, copied, orused exceptforpurposes expressly authorized in writing by Rockwell Collins. 

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1 GENERAL 1.1 Abstract
. 

### 2 LIMITATIONS 2.1 Weather
.......................... . 2.1.1 Weather Limitations
............... . 2.1.2 Severe Weather and Weather Detection Devices
. 

### 3 EMERGENCY PROCEDURES 3.0.3 Emergency Action Definitions
. 3.0.4 Autorotation Landings
. 3.0.5 Icing
. . . . . . 3.0.6 Fire
......... . 3.0.7 Engine Failure
. . . . 3.0.8 Lost Link Procedures 3.0.9 Dynamic Rollover 3.0.10 Vortex Rings
. 3.0.11 Tailcone Strike
.. 3.0.12 Mast Bumping
.. 3.0.13 Unanticipated Yaw . 3.0.14 Low RPM Warning
. 3.0.15 Low Fuel Warning
. 3.0.16 Alternator Warning 3.0.17 Clutch Warning
... 3.0.18 Full Throttle Warning 3.0.19 Engine Remote Killswitch 3.0.20 High Winds or Turbulence
. 3.1 Unexpected Behavior
.. 3.2 Accidents and Incidents
. 

### 4 NORMAL PROCEDURES 4.1 Flight Crew 4.1.1 PIC ....... . 4.1.2 

## vo ........ . 4.1.3 Crew Coordination with Multiple Pilots 4.1.4 Personal Protective Equipment
. . . . . 4.1.5 Flight Crew Drug and Alcohol Prohibition
. 4.1.6 Flight Crew Medical Condition 

### 5 9 9 13 13 13 14 

### 15 15 15 16 17 17 18 19 19 20 21 25 26 26 26 26 26 26 26 27 27 29 29 29 30 31 31 31 326 4.1.7 Pre-Mission Briefing
........ . 4.2 Sterile Cockpit
. . . . . . . . . . . . . . . . 4.3 Standard Operating Procedure Rotor-Wing 4.3.1 Pre-Flight Inspection Checklist
... 4.3.2 Starting and Shutdown Procedures
. 4.3.3 Start/Run-up Check
. 4.3.4 Pre-Taxi Checks
. . . . . . . . . . . 4.3.5 After Landing Check
. . . . . . . . . 4.3.6 Calls for the Traffic and Spectators . 4.4 Use ofHelicopter Rotor Brake
. 4.5 Refueling Procedures
. 4.6 Ground Power Units
.... . 4.7 Right ofWay ........ . 4.8 Missed Approach Procedures 4.9 Test Range Operational and Safety Requirements
. 4.10 Test Range Requirements
... 4.10.1 Controlled Access Zone 4.11 Noise Abatement
........ . 4.12 Minimum Landing Fuel Reserves 4.13 Tail Number
...... . 4.14 Mixed SUAS Operations
.. 4.15 Use ofFloats
....... . 4.16 Portable Electronic Devices 4.17 Required Publications
... 4.17.1 Aircraft Maintenance Log 4.17.2 Pilot Flight Log 4.17.3 Engine Log ....... . 4.17.4 Charts
.......... . 4.17.5 Tail Number Verification 4.18 Flight Planning and NOTAM 4.18.1 TakeoffMinimums 4.18.2 Landing Minimums. 4.19 High Visibility Markings
. 5 

### PERFORMANCE 5.1 Speeds
..... . 5.2 Gearing for Different Rotor Configurations. 5.3 Airframe Category 5.4 Aerobatic Capability
. . 

### 6 WEIGHT & 

### BALANCE 6.1 Payload
. . . . . . . . . 6.1.1 Weight and Balance 6.2 Payload Loading/Storage 6.3 Loading and Unloading with Engines Running and/or Blades Turning CONTENTS 32 32 32 32 35 36 36 37 37 38 38 

### 39 39 39 39 41 41 41 42 42 42 42 42 42 42 43 43 43 43 43 43 44 44 45 45 45 45 45 

### 47 47 47 49 49 

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• CONTENTS 7 

### SYSTEMS & 

### DESCRIPTIONS 7.1 Aircraft Capabilities
................ . 7.1.1 Control Station and Communication Links 7.1.2 Voice Alert System ........ . 7.1.3 Flight Controls in Normal Mode 7.1.4 Flight Controls in Assisted Mode
. 7.1.5 Flight Controls in Autopilot Mode 7.1.6 Rotor Systems 7.1.7 Rotor Brake
. 7.1.8 Drive System 7.1.9 Powerplant 7.1.10 Governor . . 7.1.11 Fuel System . 7.1.12 Electrical System . 7.1.13 Navigation Lights 7.1.14 Audio COMM System 7.1.15 Pitot-Static System 7.1.16 Tachometer
..... . 7.1.17 Warnings and Cautions 7.1.18 Landing Gear ..... . 7.1.19 Emergency Locator Transponder 7.1.20 Accessory Mounts ....... . 7.1.21 Aircraft Clearances and Hovering Minimums 7.1.22 Future Growth
.............. . 

### 8 HANDLING, SERVICE, & 

### MAINTENANCE 8.1 Abstract
........... . 8.2 Airworthiness Determination 8.3 ELECTRICAL SYSTEMS . 8.3.1 Radios
..... . 8.3.2 Sensors . . . . . 8.3.3 Strapdown IMU 8.3.4 Pitot Thbe 8.3.5 Antennas . . . . 8.3.6 Batteries
. . . . 8.4 MECHANICAL SYSTEMS 8.4.1 Fuselage
.... 8.4.2 Landing Gear . 8.4.3 Bearings
. . . 8.4.4 Servomotors . . 8.4.5 Blades
. . . . . 8.4.6 Gear Boxes and Shafts
. 8.4.7 Clevises and Heim Joints 8.4.8 Tailboom 8.4.9 Drive Belts
..... 8.4.10 Cleaning
. . . . . . . 8.5 PROPULSION SYSTEMS . 8.5.1 Break-in Procedures 8.5.2 Fuel Tank
. 8.5.3 Clutch
. . . . . . . . 7 51 

### 51 51 52 52 53 53 53 53 53 54 55 55 55 57 57 57 57 57 57 59 59 59 59 61 

### 61 61 62 62 62 62 62 62 62 65 65 66 66 66 66 66 66 66 69 69 69 69 70 70

### 8 CONTENTS 

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### 70 8.5.5 FUel Filters and Tubes
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### 70 8.5.6 Carburetion and Ignition 

### 70 8.5.7 Compression System 72 

### 8.5.8 Power Lubricants
..... 

### 72 8.5.9 Cooling System . . . . . . 73 

### 8.6 ENGINE TROUBLESHOOTING FLOWCHARTS 

### 74 8.7 Carburetor Settings (Engine Tuning)
. 

### 75 8.8 Transportation ofAircraft
. 

### 76 8.8.1 Towing Procedures
. 

### 76 8.8.2 Storage 

### ...... 79 8.8.3 Ground Handling
. 

### 79 9 

### SUPPLEMENTS 83 

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• Chapter 1 

# GENERAL

1.1 Abstract

This handbook prototypes the Standard Operating Procedures for the Rockwell Collins Advanced Technology CenterAirborne Laboratory; a rotary-wingSUAS (smallunmanned aerial system), and related aircraft operations in accordance with applicable FAA, AMA, local and national laws, and aircraft limitations. Inthis manual, "aircraft" applies tobothfixed-wing andhelicopter operations. The words "airplane 

## I fixed wing" or "helicopter 

## I rotary-wing" respectively refer to airplane and helicopter categories of aircraft. "Payload" refers to the equipage on-board the aircraft that is typically not necessary to maintain sustained flight, but rather present for experimentation. "Test Range" refers to the immediate area ofoperations and "helipad" refers to the point(s) oftake-off, as well as landing. Safety is the primary objective ofall operations listed in this handbook.



### This handbook is "not" intended as a substitute for adequate and competent flight instructionorfor knowledge ofcurrent airworthiness directives, applicable federal aviation regulations, and advisory circulars. Nor is it intended to be a guide for basic flight instruction or a training manual. It 

### should be used for operational purposes only, and as so as along as kept in current status.

910



### 4"



### FUEL Figure 1.1: SUAS Dimensions. CHAPTER 1. GENERAL



## ······**86~58..** -1

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• 1.1. ABSTRACT DESCRIPTIVE DATA • Number ofEngines: 1. 

### • Engine Manufacturer: Zenoah-Bergen. • Engine Model Number: G26 Twin • Engine Type: Normally-aspirated, geared drive, air-cooled, horizontally opposed, carburetor equipped, two-cylinder engine. • Never Exceed RPM and Speed: 1000 RPM, 80 KTS. • Horsepower Rating: 8 rated BHP at 7500 RPM. • Engine to Rotor Gear Ratio: 9:1 (90/10 spur-pinion, involute mesh). • Main to Tail Rotor Gear Ratio: 1:4.375 (70/16 spur-pinion, bevel mesh). • Rotor Blade Manufacturer and Type: MAH Composite, or M-Blatt Aluminum • Main Rotor Blade Type: 950 mm semi-symmetrical positive taper single-bolt with 14mm root. • Tail Rotor Blade Type: 130 mm symmetrical flat, or 140 mm symmetrical swept. • Number ofBlades Main: Minimum 2, Maximum 4 (with 12HP engine). • Number ofBlades Tail: Minimum 2, Maximum 4 (with 12HP engine)
. • Rotor Type: Collective Pitch, Rubber-Damped, Friction-Lag, Fully Articulated. • Droop Stops: Not required for 2-blades or composite blades. Required for 4-blades or

metal blades. 

### FUEL • Approved Fuel Grades: 25-1 mixture of87 Octane ethanol-free gasoline to oil. • Fuel Capacity: 64 fluid ounces in each tank, three tanks. 1.5 gallons total. 

### OIL • PennzoillOO% synthetic Outboard Marine Engine Oil. Fuel is mixed with oil at 25-1

ratio. • Duringbreak-in procedure, use 20-1 ratio. See section 8.5.1 for details. 

### MAXIMUM CERTIFIED WEIGHTS • Takeoff, Normal Category, 55 lbs. Utility 27 lbs. • Landing, Normal Category, 55 lbs. Utility 27 lbs. • Weight in payload compartment: 25 lbs. 

### SPECIFIC LOADINGS • Disc Loading: 27.5 lbs / in2 

### • Power Loading: 6.875 lbs/HP 11

### 12 CHAPTER 1. GENERAL 

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• Chapter 2 

# LIMITATIONS
2.1 Weather Prior to each flight, the crew will obtain aviation weather reports and forecasts and analyze the following datato determine the effects on the proposed operations:
• Latest NOTAM for the point ofoperations. • Surface weather observations and forecasts. • Any known air traffic in the operations area. 

### 2.1.1 Weather Limitations Minimum weather visibility of400 feet from control station is required for flight operations. This section further outlines operational limitations for the rotary-wing aircraft with regard to other weather conditions. Cold Weather Operations If the rotary-wing aircraft is exposed to accumulations of frost, ice or snow, the contamination shall be removed by spraying the blades with deicing fluid and removing all accumulations with a soft cloth. The blades are not heated. The rotary-wing aircraft should be pre-heated, when possible, prior to attempting to activate any ofthe rotary-wing aircraft systems. Aircraft trailer parkedoutsideshouldbeheadedintothewindwhenpossibletominimizetheaccumulationoffrozen precipitation in the openings around flight control surfaces. Covers and plugs must be installed to protect the engine inlets from accumulation while the rotary-wing aircraft is parked. Aircraft shouldbehangaredintrailerwhenfreezingprecipitationor snowis anticipated, donot leave aircraft exposed to elements unless it is necessary. Wind Helicopters is capable of adapting to gusts and performing crosswind landings much better than equivalent fixed wing aircraft, as they can leaninto the wind with cyclic without changing attitude, butthere arelimits. When wind gusts greater than 30 knots are reportedby most nearby METAR or other weather advisory sources, do not fly, and if flying cease all flight operations, unless by determination ofthe pilot a safe landing canbe made takinginto consideration wind direction and 1314 

### CHAPTER 2. LIMITATIONS condition oftest range. In the event that unforeseen adverse winds are encountered the pilot shall take immediate action to avoid further exposure tothose conditions. 

### Precipitation Helicopter is capable of safe operations in most precipitation conditions assuming waterproofing of electrical systems is not defeated. All ground systems exposed to sky cover must be properly sheltered inside the operations van (figure 8.16). As long as the precipitation conditions do not violate visibility requirements outlined in section 2.1.1 the pilot may decide to proceed with flight operations in precipitateweather. No flight operations shall be performed into forecast or reported conditions involving hail or freezing precipitation. No pilot may continue flight in such icing conditions ificing is encountered during flight. In the event that unforeseen adverse weather the pilot shall take immediate action to avoid further exposure to those conditions. 

### Frost, Snow and Icing No pilot shall attempt a takeoffifthe rotary-wing aircraft has frost, snow or ice adhering to any, windshield, powerplant installation, flight orrate instrument system, wings, rotors, control surfaces orother areas that couldaffect flight characteristicsorperformance. Aircraft that are found tohave frost, snow or ice accumulations must be de-iced prior toflight using industry standard procedures and materials. Ifexisting conditions could cause accumulations to reoccur, the pilot must ensure that the rotary-wing is deiced as often as necessary based on deicing product specifications and observed conditions. Prior to takeoff, the pilot must determine that there is no accumulation that would affect performance ofthe rotary-wing aircraft. Flight must not be attempted into known or forecast severe icing conditions. 

### Visibility Visibility is defined as the maximum distance in which visual contact between the pilot (and other aircrew) and the rotary-wing aircraft is possible. The visibility requirement for this safety manual is such that the aircraft orientation should be visible to thepilot from 25 feet. In other terms pilot should not have to get closer than 25 feet to observe the aircraft. Turn all exterior lights on when the aircraft is in operation to enhance visibility. 

### 2.1.2 Severe Weather and Weather Detection Devices Flights into areas of known or forecast severe weather will be avoided to the maximum extent possible. Whenflight is necessary into areas ofreported thunderstorms, turbulence, etc., avoidance will be accomplished using visual means, airborne radar and, when available, air traffic control assistance. 

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• Chapter 3 

# EMERGENCY PROCEDURES

Many helicopter accidents occur because pilots develop a tendency to treat the 

### symptoms during an emergency, instead of treating the 

### problem. Always treat the problem. For example, in a dynamic rollover condition pilot reaction is to try to roll in opposite direction (treatingthe symptom). However, consider whythe helicopter is rolling. The skids have caught an object causing the aircraft topivot due tothe combination ofcollective lift and pivoting moments. This effectively removes cyclic control from the PIC and tilts the rotor blades into the ground. In such condition cyclic input in opposite direction will make matters worse. Collective is to be used as a method ofroll control instead (thus treating the problem, and not the symptom).



### 3.0.3 Emergency Action Definitions Ditch: Ditch to the nearest clear area or lowest risk object (such as a tree) if sacrificing of the aircraft becomes necessary for the safety ofhuman life or property. Always consider safety of people first and foremost, over the value ofany and all equipment. LandImmediately: Landonthenearestclearareawhere a safenormal landingcanbeperformed. Be prepared to enter autorotation during approach, ifrequired. Land as Soon as Practical: Landing site is at pilot discretion based on nature ofproblem and available landing areas. Flight beyond nearest helipad not recommended.



### 3.0.4 Autorotation Landings

1516 CHAPTER 3. EMERGENCYPROCEDURES 

### AUTOROTATION 1. Announce
- "Deadstick Deadstick Deadstick" 2. Throttle- HOLD. 3. Rudder

- NEUTRAL. 4. Collective

- NEGATIVE, best glide at -4°
- full down ifnecessary. 5. Cyclic- FORWARD. 6. Heading- GLIDE HEADWIND. 7. 20ft AGL -BEGIN FLARE. 8. lOft AGL
- FWD CYCLIC, UP COLLECTIVE. 9. Touch down

- LEVEL attitude, nose ahead.
A helicopter, like a Frisbee, canland safelyfrom a complete engine failure. Whenperformed correctly autorotations are safe procedures. A correctly performed autorotation has a slight nose down glide with a flare inground effect followed by a soft touchdown. Never autorotate the helicopter straight down; you may enter the helicopter into a vortex ring state. See section 3.0.10 regarding vortex states. Always glide as long as safely possible.
Emergency Water Autorotations Follow same procedures as for power failure over land until contacting water. Keep aircraft level and apply full collective as aircraft contacts water. Prior to water contact, apply lateral cyclic to stop rotors. Recover aircraft quickly when rotors stop. 

### 3.0.5 Icing ROTORS ICING • Freezing Rain + Loss oflift? • Freezing Rain+ LTE? • LAND immediately Icing conditions exist when the air contains droplets ofsupercooled liquid water. Helicopter should notbeflown intoice accumulation; as suchconditionsexceedrotorbladespecificationsandrepresent a particular hazard to aircraft. There are several types oficing. It is possible to assess the type of icing ifthe aircraft is equipped with high speed imager as it is possible to capture rotor blades in flight: 

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• 17

Figure 3.1: Icing on a rotor blade. 

### Clear Ice: When supercooled water droplets (e.g. freezing rain) strike a surface but do not freeze instantly, clear ice forms along airfoil stagnation point, and generally conforms to the shape ofthe airfoil. 

### Rime Ice: When supercooled drops rapidly freeze on impact with the blade, rough and opaque icing occurs. Rime ice has protrusions projecting into the airflow
. 

### Frost Ice: Water freezing on unprotected surfaces while the aircraft is stationary. All frost must be removed from rotor blades and sensors prior to flight. Frost can be dangerous even in small quantities because it disrupts an airfoil's boundary layer airflow causing a premature aerodynamic stall and, in some cases, dramatically increased drag making takeoffdangerous or impossible. 

### 3.0.6 Fire FIRE • Throttle- HOLD • Fuel- OFF • Ignition- OFF • AUTOROTATE immediately



### 3.0.7 Engine Failure18 

### CHAPTER 3. EMERGENCYPROCEDURES 

### ENGINE FAILURE • Throttle- HOLD • Fuel- OFF • Ignition- OFF • Cyclic- AFT, MAINTAIN GLIDE • AUTOROTATE immediately Due to low altitudes of operation engine cannot be re-started in flight in sufficient time to allow for safe recovery, do not attempt. Engine failure may be caused by either an engine system ordrive system failure. Engine failure signs include unusual changes inengine noise, unanticipated yaw, engine temperatureincrease, and an RPMwarning. A drive system failure may be indicated by an unusual noise or vibration, yaw, or decreasing rotor RPM while engine RPM is increasing. Incase ofsuch failures, immediately lower collective to enter autorotation. Aft cyclic is required when collective is lowered at high speed to maintain glide. Do not apply aft cyclic during touchdown or ground slide to prevent possible blade strike to tailcone. 

### 3.0.8 Lost Link Procedures LOST LINK • Announce lost link onradio, followed by SUAS last known position and heading. • Take manual control, and land. • Ifnot, SUAS will return home. Within SUAS operationsPICmay becomeunable touse the control interface to operatethe SUAS due to a failure ofthe control link between the aircraft and the PIC control station. This is known as a loss of positive control. This situationmay result from a system failure or because the aircraft has been flown beyond the signal range or in an area where control link communication between the aircraft and the control station is interrupted. Lost link is anextremelyimprobable event given theequipage ofthis SUAS. Ifit however happens, the telltale signs are degraded, corrupt, or missing data rates from telemetry, and degraded or missing aircraft responses to pilot commands. When a command and control link is lost, aircraft continues flying handled by the autopilot and mission computer. In the event of a lost link the rotary-wing aircraft does the following: • Announce on emergency voice frequency that a SUAS lost link is encountered, followed by

aircraft position and heading. International emergency voice frequencies are 121.5 MHz and 243.0 MHz. Other frequencies may be used depending on mission parameters. • Establish a hover and hold current position, attitude, altitude. • Wait a predetermined amount oftime for link to be re-established, based on fuel status. • If link cannot be re-established, fly a pre-programmed contingency route back to take-off

position. 

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• Hover, maintain takeoffheading and descend over takeoffposition. Ifthis procedure cannot be established, the aircraft will kill the engine, and land. Engine may be killed manually from the remote manual override. 

### 3.0.9 Dynamic Rollover DYNAMIC ROLLOVER • Collective

- INCREASE rapidly • Cyclic- APPLY OPPOSITE tothe direction ofrollover. Dynamic rollover is a phenomenon that will result in destruction of the helicopter unless immediate corrective action is taken. Critical conditions that help attribute to this condition are high GTOW, right lateral center ofgravity (for CCWrotors), crosswind from the left (for CCWrotors) or hovering with only the right skid or wheel in contact with the surface and with thrust (lift) approximately equal to the weight (for CCW rotors). In a Dynamic Rollover the lateral control cannot be moved far enough to get the main rotor lift line outside ofthe skid. Rotor generates an upsetting moment about the skid. The only restoring moment capability is the weight ofthe helicopter times the offset distance. The latter decreases to a value of zero at the static rollover angle. At that point the helicopter will roll over, regardless ofcontrol inputs. PIC must realize that after the lateral control contacts the stop, roll angle can still be controlled withthe collective. Down collective will level thehelicopter and up collective will cause the helicopter to immediately roll over. Collective is to be used as a method ofroll control, not the cyclic. Dynamic rollover requires three elements to happen: 1. A fixed pivot point. For example, a ground spike to catch a skid presents such hazard. Especially ifthe skid in thrust direction oftail rotor is caught. 2. A side force. For example, cross winds, or tail rotor thrust. 3. Lift setting approximately equal to weight. During slope or crosswind landing and takeoff maneuvers, exceeding the critical rollover angle is easier. This will cause thehelicoptertoroll over ontoits side regardless ofcyclic corrections. When thedown slope skidis ontheslope, excessive applicationofcollective mayresult intheupslope skid rising sufficiently to exceed lateral cyclic limits and induce a down slope rolling motion. Upslope dynamic rollover on the other hand results in the down slope skid rising sufficiently to exceed lateral cyclic control limits and an upslope rolling motion occurs. Lowering the collective will eliminate the lift vector and hence the sideward force causing the rollover. 

### 3.0.10 Vortex·Rings

### 20 

### CHAPTER3. EMERGENCYPROCEDURES

1UNNI!LFAN 1

HOVIR CI.IMB

Figure 3.2: Different states ofhelicopter flight in terms ofairflow around rotor. 

### VORTEX RING 1. Collective- HOLD OR LOWER (DO NOT RAISE!). 2. Cyclic

- MOVE any direction to get out ofthe downwash air column. 3. Attitude- NOSE DOWN. Vortex ring is a dangerous condition when a helicopter descends vertically from a hover out of ground effect. Helicopter will be descending into its own downwash. Air cannot move fast enough to fill the turbulent (and much less dense) air below the helicopter. The blades begin to stall near the hub and air starts flowing upward through rotor disc (induced flow). A turbulent vortex ring system, consisting ofseveral concentric rings similar totip vortices engulftherotor, causing severe loss oflift. Once this occurs, heliocopter will begin descending. Increasing the collective only feeds the vortex ring (generating a larger vortex ring) without generating additional lift and helicopter continues to descend even faster. The concept is similar to cavitation in speedboats where adding more horsepower leads to more cavitation and not more speed. The failure to recognize and react to the condition can lead to high descent rates and impact with terrain. 

### 3.0.11 Tailcone Strike BOOM STRIKE • Throttle- HOLD. • AUTOROTATE ifpossible. Expect complete LTE. Tailcone strike, also known as a boom strike, is a rare phenomenon that occurs when main blades contactthetail. Onlyparticularrotorhead.designs are susceptibletothistypeofevent (underslung designs with two blades and soft flap dampening, or exceptionally flexible blades). It further re- 

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3-polntTouchdown

Roll

Figure 3.3: Correct way to perform a rolling landing (without risking a tailcone strike). quires a zero-g conditiontobe created (removal ofpositivedisc loading) which is difficult to achieve unless initiated deliberately by anaggressive cyclic input while the disc is unloaded. Unloaded disc then has no control over the fuselage, and may adopt an attitude placing the mast at less than 90 degrees to the disc. This event will result in destruction ofthe helicopter in the air. Tail may separate from the aircraft, as well as rotor blades may break. Controlled landings from such incident are seldom possible. Observe figures 3.3 and 3.4 describing landing methods in relation to tailcone strikes. Helicopter empennage sections, especially on helicopters with rolling undercarriage, are far more prone to tail strikes than fixed wing aircraft. To prevent tailcone strikeswhen landing, avoidtouchingdownwith a tail first (nose up) attitude. You should aim for a 3-point landing. When executing a standard 3 degree approach, perform the flare (to slow down) 

### before entering ground effect. Level the helicopter when landing speed is reached (which may be zero if necessary, but not recommended), you should touch down horizontally with very little to no flare. Tail strikes with ground usually lead to helicopter pivoting around contact point and cause a tailcone strike, turning a minor situation into a catastrophe. Refrain from abrupt cyclic inputs with an overloaded helicopter. And avoid weather phenomena and/or loadouts that will reduce rotor disc loading below safe limits.


### 3.0.12 Mast Bumping Mast Bumping occurs whentherotorexceeds its criticalflapping angle. Underside oftherotor hub contactstherotormast (bumping). Catastrophicresultsarehighlyprobable. Sinceconditions causingrotorflapping are cumulative, improperpilot response toflight situations favorable tomast

### 22 CHAPTER 3. EMERGENCYPROCEDURES

Figure 3.4: Incorrect way to perform a rolling landing (risk oftailcone strike). This is one way to perform an autorotation landing in an emergency and should not be used as a normal operating procedure. 

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• 23 bumping can aggravate the situation and lead to structural failure of the mast. The rotors may separate from the aircraft. 

### MAST BUMPING ON STARTUP/ SHUTDOWN: • Cyclic

- STIRto stop bumping. • Throttle- HOLD. • Ignition- OFF. • Fuel- OFF. 

### ON SIDE OR REAR FLIGHT: • Cyclic

- NEUTRAL. • Rudder

- ALIGN nose with direction oftravel. • Land immediately. 

### ON SLOPE LANDING: • Cyclic

- NEUTRAL. • Hover
- Reestablish. • Land immediately
. 

### ON ENGINE FAILURE: • Cyclic- AFT (maintain positive-g). • Collective

- NEGATIVE sinkrate. • Autorotate and land immediately. See section 3.0.4. 

### ON LOW-G MANEUVERS (::; +0.5g): • Cyclic

- AFT. • Cyclic- CENTER (to regain positive-g (thrust) on the rotor). • Land immediately. 

### ON NOSE-HIGH LOW SPEED: • Collective

- INCREASEjudiciously. • Cyclic

- NEUTRAL. • Land Immediately. 

### 1. Mast bumping generally occurs at, but is not restricted to, the extremes ofthe operating envelope of helicopter. The most influential causes are (in order of24

All•
..- rotor"......., SlOP hUnot tile**""""·~~-ott.**Mlldin9tM

## 01..,..- 01tM rotor-••strtl!etllem•t.TiletOtO< Otc}mlto

- .....the miSt,-"""'9d iUI>IIIIIIIllly. CHAPTER 3. EMERGENCYPROCEDURES

AaIMMhlfriCIUfft.lhe
... ldblldftoil'"'111<:• ontotMhettooDI« IVMt>qe, Wl!IIIMII &IO!or. lh& IMMICCH>IIfCl!l• not IIIIOIOIII&taletftotheor!XIftd**~ke** •**F~sbee.**


### Figure 3.5: Conditions that lead to mast bumping. 

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• 25 importance): 2. Low-g maneuvers (:::; +0.5g) 

### 3. Sudden and large cyclic motions, especially forward cyclic 4. Flying near longitudinal or lateral CG limits 

### 5. Landing on high slopes 6. Maximum sideward or reverse flight 7. Sideslip and blade stall conditions Mast bumping is considered specific to underslung two bladed rotors and articulated multi-blade rotors. Rigid multi-blade rotors are rigidly mounted to the mast and the blades are isolated from therotorheadby theflexibility oftheblade. Articulatedrotors use hinges, bearings and dampeners to provide flapping. In some rotors elastomeric bearings are used that serve as an offset hinge and offers three degrees offreedom. Although mast bumping is not possible on such rotors, the blades are limited in their vertical travel by adjustable droop stops and ifthe pilot inputs excessive cyclic pitch there is a possibility that the blades can contact these stops. This contact is not nearly as severe as ifit were mast bumping (not as easily felt), however it should still be avoided as it causes rapid degradation ofthe droop stops. A torn droop stop can cause excessive flapping, enough to produce a tailcone when the rotor is spooling down. 

### 3.0.13 

### Unanticipated Yaw UNANTICIPATED YAW:
• Throttle HOLD. • Rudder

- NEUTRAL. • Rudder Gyro Gain- OFF. • AutorotateImmediately. Unanticipated yaw (Loss ofTail Rotor Effectiveness, LTE) is the aircraft characteristics identified as: • High power settings in conjunction with low airspeed • Aircraft yaws in a direction opposite ofmain rotor rotation • Tail rotor vortex ring state changes • Main rotor disc vortex interference.changes • There is loss ofeffective translational lift (ETL) IfLTE is experienced, hit throttle hold switch, and land immediately using procedures outlined in section 3.0.4. Throttle hold reduces tendency to yaw by removing torque from main rotor.

### 26 CHAPTER 3. EMERGENCYPROCEDURES 

### 3.0.14 Low RPM Warning LOW RPM:
• Throttle- HOLD. • Cyclic- AFT. • Autorotate Immediately. A low RPM warning indicates rotor RPM fell below safe limits. Immediately roll throttle on and lower collective and (in forward flight) apply aft cyclic, to restore RPM. Land as soon as practical. 

### 3.0.15 Low Fuel Warning When a low fuel warning is heard this indicates engine will run out of fuel after approximately ten (10) minutes at cruise power. Do not use low fuel caution light as a working indication offuel quantity. 

### 3.0.16 Alternator Warning Indicates low voltage and possible alternator failure. Turn off nonessential electrical equipment. Land as soon as practical. Continued flight without functioning alternator puts all electrical load onbatteries, and eventually canresult in loss ofelectronics, producing a hazardous flight condition
. 

### 3.0.17 Clutch Warning Indicates clutch is disengaging. Never take off before light goes out. Clutch light may come on momentarily during run-up or during flight and this is normal. If, however, the light flickers or comes on in flight and does not go out within seconds, reduce power and land immediately. Be preparedto enter autorotation. Inspect drive system for a possible malfunction. 

### 3.0.18 Full Throttle Warning Indicates engine is operating near full throttle. Onground, this prevents theengine from starting. In the air, it indicates aircraft is overloaded. If throttle is past 85% this means governor will be less effective as it cannot increase throttle to maintain RPM. Lower collective and land as soon as practical. Correct the situation before flying again. 

### 3.0.19 Engine Remote Killswitch An independent, dual-redundant, remotely operated engine killswitch shall be installed on the aircraft. This switch will kill the engine by disrupting the ignition sequence to prevent a runaway aircraft. Ifthe engine is killed in such manner autorotate and land immediately. 

### 3.0.20 High Winds or Turbulence Improper application of control inputs in response to high winds or turbulence can increase the likelihood ofa mast bumping (section 3.0.12). The following procedures are recommended: 

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• 3.1. UNEXPECTED BEHAVIOR 

### TURBULENCE: 1. Power
- REDUCE 2. Airspeed

- REDUCE 3. Controls

- NEUTRAL 4. Do not overcontrol. Allow aircraft go with the turbulence. 5. Restore level flight with smooth, gentle control inputs. Momentary airspeed, heading, altitude, and RPM excursions are to be expected. 6. Avoidflyingonthedownwindsideofhills, ridges,ortallbuildingswheretheturbulence will likely be most severe. 7. The helicopter is more susceptible to turbulence at light weight. Use caution when flying lightly loaded. 

## 3.1 Unexpected Behavior 27

This aircraft is protected from unexpected behavior due to equipment failures by means ofredundancy, fail-safe, andfault-tolerant design features. All airborne systems are at least dual-redundant (can tolerate single airborne failure), while critical systems are quad-redundant (can tolerate upto three consecutive failures). Redundant systems are optically isolated from one another such that failure ofone does not affect the others. Systems are designed such that failures are tobe fail-safe. For example a failure ofthe master power switches will fail them to ON state (safe state), failure ofthrottle controls will fail to IDLE state of carburetor, failure of cyclic command will establish helicopter at hover state as it is designed to be self-centering... etc. A full-duplex multiplexer with quad-redundant, 3D polarized satellite antennas ensures manual override function is always available to the pilot. Ifthe aircraft still behaves in a way not anticipated by thepilot while under any automatic control or assisted form offlight, activate the multiplexer. 

## ·3.2 Accidents and Incidents Aircraft involved in any accident ormajor component change are suspended from further use until released by authorized by the mechanic personnel. Reinstatement of aircraft is neither automatic nor guaranteed, and may require any combination ofinspections
.28 CHAPTER 3. EMERGENCYPROCEDURES 

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• Chapter 4 

# NORMAL PROCEDURES
4.1 Flight Crew Flight crew consists of a pilot in command (PIC) and a Visual Observer (VO). PIC holds a FAA private pilot certificate, current FAA airman medical certificate ofat least third class, and a valid U.S. driver's license. PIC is also experienced in operations of remote controlled helicopters. VO assists the PIC to maintain visual line of sight (VLOS) with the aircraft at all times. VO is not permitted to manipulate flight controls ofthe UAS, but may operate payload systems on the UAS that are not related to flight safety, such as sensor controls for data gathering. 

### 4.1.1 PIC PIC responsibilities are defined in time that commences when a rotary-wing aircraft moves under its own power for the purpose offlight, and ends when the rotary-wing aircraft comes to rest after landing (blades stop moving). PIC responsibilities are as follows:
• PIC maintains the rotary-wing aircraft energy state within safe levels. • PICmaintainsvisual contact withthe aircraft at alltimes, independent oftheVO who is also

keeping the aircraft in visual contact. • PIC need not bedirectly manipulating theflight controls orflight surfaces at all times during

flight1 , however remains the person in charge ofthe rotary-wing aircraft at all times. • PIC has final authority and responsibility for the operation and safety ofthe flight. • In an in-flight emergency requiring immediate action, the PIC may deviate from any rule

of this part to the extent required to meet that emergency and has final authority in any situation involving the safety ofa flight, irrespective of any other law or regulation. • Since PIC can discern limitations better than anyone else and is able to operate within these

limitations, PIC word is final as to whether or not a flight or any part ofit is feasible. • ThePICshallevaluate andapprove all missions beforeflying them. IfPICis asked toperform

a mission that, in theirjudgment, is not safe, PIC word is final as to whether the flight may be conducted in a safe and efficient manner. 1Certain tasks ins a helicopter can be automated, such as holding position or holding altitude, to reduce PIC workload 

### 2930 

### CHAPTER 4. NORMAL PROCEDURES 

### Pilot Testing and Training The PIC must demonstrate to Rockwell Collins, the aeronautical knowledge regarding to lowReynoldphysics, including helicopter specific knowledge, required tosafely operatethe SUAS. This is in addition to the FAA Private Pilot Certificate. This knowledge test can be applied in two stages, 

### (i) a written test and 

### {ii) a flight demonstration on a simulator. Ifthe PIC is new to the platform, theymust accumulate a minimum of40 hours oftraining in a manner consistent with 14 CFR 61.51 (b). For a pilot who is FAA certified as private pilot, but new to remotely controlled helicopters, following additional training program is required:
• Helicopter Dynamics • Checklists • General Characteristics • Weight and Balance • Powerplants • Radios • Emergency Procedures • Simulator Instruction with practices ofunusual altitude recoveries and autorotative landings • 20 hours offlight instructionwhere studentpilot is flying with a PIC instructorwhere control

boxes are connected to each other such that (unlike in full scale aircraft) instructor can take complete control at anytime and student controls become inoperative. • 20 hours ofsolo flight. 

### Training Fixed Wing Pilots Experience fixed wing aircraft does not automatically translate into experience flying helicopters. Fixed wing pilots must undergo helicopter specific training, regardless oflevel offixed wing experience. Fixed wing pilots develop ingrained reactions when flying airplanes, which pose a high risk whenoperatinghelicopters. Forexample, a stallwarninginan airplane provokes a reactiontopush the stick and add power. This move is executed purely by reaction without conscious thought. In a helicopter, stall condition is caused by low rotor RPM. Reaction based application of forward stick would drive the RPM even lower. Ifthe pilot also adds power (up collective) in a fraction of a second therotor could stall completely and helicopter fall out ofthe sky. Another example is the reactionnecessaryto descend to avoid a bird or similar object. Airplanepilots are used topushthe stick and dive. Helicopters require down-collective with no push ofthe stick. Ifstick is so violently pushed under such conditions it could lead to catastrophic results (see section 3.0.11). 

### 4.1.2 

# vo VO augments the safety of the flight by spotting the aircraft simultaneously with the PIC. VO responsibilities are as follows:
• In normal flight VO estabHshes visual contact with the aircraft and communicates any ap- ·

proaching objects to the PIC. 

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• 4.1. FLIGHT CREW 

### 31
• VO can control payloads, monitor the radar, flight and engine instruments, and complete

required paperwork and other tasks, as directed by the PIC. • VO cannot control the aircraft. • DuringemergenciesorabnormalsystemoperationsPICchecksinstrumentindications,reads/accomplishes

checklists, performs checks, and takes corrective action ifnecessary. • VO may operate all systems on the rotary-wing aircraft that are non-flight, such as test

equipment carried as payload, and monitors all telemetry. • VO shall keep visual contact with the rotary-wing aircraft at all times. • VO shall monitor rotary-wing aircraft situational state awareness. • VO shall alert the pilots and ground personnel about above issues. 

### 4.1.3 Crew Coordination with Multiple Pilots Control of the rotary-wing aircraft is on the PIC, designated the "pilot flying" (PF). The "pilot not flying" (PNF) or "pilot monitoring" (PM) shall coordinate with the PF before initiating any change in rotary-wing aircraft configuration, a transferringofrotary-wing aircraft control, selection or change ofnavigation equipment settings or frequencies, checklist initiation and completion, or a changeinradarsettings. IfPFneedstotransfercontroltoPNFchangeofcontrolwill beannounced by the PF stating "Your aircraft" and also by PNF acknowledging "My aircraft". 

### 4.1.4 Personal Protective Equipment When Flying the Helicopter Helicopters can kick up and throw loose objects, as well as launch parts of the aircraft if some part works itselfloose or breaks. PIC and VO shall wear ANSI approved safety glasses whenever the engine is running. It is acceptable to use ones that fit over existing prescription eyewear. It is also acceptable to use tinted or polarized safety glasses as long as they are not tinted so much the wearer's eyes are not visible through them. All other participants are also required to wear ANSI approved safety goggles, and remain inside a closed vehicle, fence, or similar shelter. When hovering, PIC shall always maintain altitude such that landing gear remains above the head-top level of bystanders. Hovering operations below this altitude shall be minimized to takeoff and landing. When Maintaining the Helicopter Wear ANSI approved safety glasses. Long hair must be tied back. Long sleeves should be secured. All loose items such asjewelry and other small items that may fall intothe rotors must be secured. During rotor tracking operations, a camera should be used, avoid looking at the spinning rotor directly to measure tracking. During maintenance operations involving fuel, an operational 

### C02 extinguisher should be at the ready. 

### 4.1.5 Flight Crew Drug and Alcohol Prohibition Rockwell Collins is an aviation systems manufacturer. Our employees perform many safety critical functions every day in positions covered by the FAA and must comply with corresponding alcohol and drug prohibitions. It is Rockwell Collins prohibited conduct for all employees to knowingly

### 32 CHAPTER 4. NORMAL PROCEDURES carry or use alcohol, narcotics, depressants, stimulants, and any substance that causes intoxication or that affects or overcomes the body or senses in a way that is not natural. Thepurpose ofthese regulations is toensure safety ofour workplace and that ofour products and operations. Rockwell Collins has well established systems, policies, and procedures in place such that these prohibitions are enforced. 

### 4.1.6 Flight Crew Medical Condition Rockwell Collins recognizes the possibility that the PIC or VO may have a medical condition that is likely to manifest as subtle or sudden incapacitation that could lead to loss ofpositive control, or impair the ability to see and avoid. Therefore if a PIC or VO know or have reason to know of any physical or mental condition that would interfere with the safe operation ofa SUAS they are prohibited from acting as PIC or VO until it is medically verified that the condition is resolved. 

### 4.1.7 Pre-Mission Briefing Prior to flight, the PIC must ensure that all persons directly involved in the operation receive a briefing that includes operating conditions, emergency procedures, contingency procedures, roles andresponsibilities, andpotentialhazards. Apersonis directlyinvolvedintheoperationwhenhisor her involvement is necessary for the safe operation ofthe SUAS. By receiving a pre-flight briefing on the details of the operation and the hazards involved, the persons involved in the operation would be made aware ofhow to avoid the flight path ifthe PIC were to lose control or experience a mechanical failure. The pilot shall conduct a pre-departure briefing prior to each flight. 

## 4.2 Sterile Cockpit Loss offocus during helicopter flight is factored into accidents andincidents. Minimize all extraneous conversation with PIC that does not apply directly to the operation ofa rotary-wing aircraft anytime aircraft is in motion. 

## 4.3 Standard Operating Procedure Rotor-Wing The following Standard OperatingProcedure is tobe utilized in all routine rotor-wing flight operations. Deviation from this as dictated by conditions, or circumstances, must be thoroughly briefed by the pilot. 

### 4.3.1 Pre-Flight Inspection Checklist Pre-flight check canbecompletedby PICusing thefollowing checklist. Whenthecheck is complete, call,"Pre-Flight check complete". 

### --------.PRE-FLIGHT CHECKLIST, See 

### Figure 4.1

-------- 1. 

### MAIN ROTOR Jesus Bolts, Linkages, Servos, Freedom ofRotation 2. 

### MAIN DRIVESHAFT FORWARD COUPLING Condition and Leaks, Clutch Operational 3. 

### SWASHPLATE ASSEMBLY Condition, Security, Boot, Leaks, Contamination 

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# • 4.3. STANDARD OPERATING PROCEDURE ROTOR-WING 

### 33



# •

Figure 4.1: Pre-flight inspection procedure
. 

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### 34 

### CHAPTER 4. NORMAL PROCEDURES 

# • 4. 

### LINKAGES TO SWASHPLATE Condition, Security 5. 

### MAIN BLADES Condition, Security, Unfolded, Tight, Tiedowns Off 6. 

### TAILBOOM Condition, Security, Electrical 7. 

### TAIL BLADES Condition, Security 8. 

### TAIL ROTOR Jesus Bolts, Linkages, Servo, Freedom ofRotation 9. 

### TAIL ROTOR GUARD Condition, Security 

### 10. TAIL ROTOR GEARBOX Oil, Bearings, Security 11. 

### FUEL SUMP No Sediment, Fuel Feels Oily 12. 

### FUSELAGE ACCESS DOORS WINDOWS COWLS Secured 13. 

### FUEL FILLER CAP Secure 14. 

### HOSES & 

### TUBING Condition, Security, No Air Bubbles 15. 

### FUEL VALVE Condition, Position 16. 

### CARBURETORNo Fuel Odor, No Flooding 17. 

### AIR INDUCTION FOS Removed 

# • 18. 

### AIR EJECTION FOS Removed 19. 

### CARBURETOR INLET & 

### PLENUM Condition, clear ofobstructions 20. 

### EXHAUST Clear ofobstructions 21. 

### LANDING GEAR Condition 22. 

### SYNCHRO-ELEVATOR & 

### POSITION LIGHT Condition, Security 23. 

### ANTI-COLLISION LIGHTS Condition 24. 

### NAVIGATION LIGHTS Condition 25. 

### LANDING LIGHTS Condition 26. 

### BEACON Condition 27. 

### PAYLOAD COMPARTMENT Payload Secured, Door Closed 28. 

### MAIN BATTERY FULL7.2, NORM6.6, NOFLY6.0, Load, Security, Connected 29. 

### AUX BATTERY FULL7.2, NORM6.6, NOFLY6.0, Load, Security, Connected 30. 

### ANTENNAS Condition, Security 

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• 4.3. STANDARD OPERATING PROCEDURE ROTOR-WING 35 

### 4.3.2 Starting and Shutdown Procedures

___________ STARTING ENGINE----------- 1. 

### PRE-FLIGHT CHECKLIST Complete 2. 

### WEATHER CONDITIONS COOPERATIVE 3. RADIOS ON, CHARGED 4. IGNITION MASTER DOWN 5. MASTER AVIONICS 1 ON, 1 

### GREEN, 5 AMBER 2 

### BLUE, NO FLASHING 6. MASTER AVIONICS 2 

### ON, 2 

### GREEN, 5 AMBER 2 

### BLUE, NO FLASHING 7. DISTANCE CHECK OK 8. FUEL TANKS FULL 9. C02 FIRE EXT FULL, READY 10. C02 ASSISTANT AVAILABLE, READY 11. 911 

### SERVICE AVAILABLE 12. 

### HEADING DOWNWIND 13. FLIGHT CONTROLS OPERATIONAL, FREE, POSITION FOR START 

### (0 PITCH) 14. ROTOR BRAKE RELEASED, LOCKED 15. LANDING LIGHT OFF, STOWED 16. ALERT GROUND CREW OK 17. FUEL VALVE OPEN 18. IGNITION ON 19. THROTTLE IDLE 20. 

### CHOKE ON 21. 

### Step one foot on the landing gear. 22. 

### Grab the rotor blade grip with one hand and hold securely. 23. 

### PULL STARTER
- Gently pullthe starter rope until it engages and compression
. is felt. Then pull short, rapid bursts until engine fires. 24. 

### ELECTIC STARTER
- Gently rotate engine until compression is felt. Apply electric starter in 5 second bursts until engine fires. 25. 

### BACKFIRE? HOTSTART? -DO NOT let go ofrotor. Ignition killswitch, then shut off Fuel Valve. 26. 

### CHOKE OFF 27. 

### Let go ofrotor, walk away immediately
.

### 36 CHAPTER 4. NORMAL PROCEDURES

___________ STOPPING ENGINE----------- 1. LAND Stabilize helicopter on the ground. 2. THROTTLE Idle. 3. KILL IGNITION Engine should stop immediately. 4. ALTERNATIVE METHOD-1 Lower throttle trim to 0% (below idle) to deprive engine ofoxygen. This is not a preferred method as it can cause flooding. 5. ALTERNATIVE METHOD-2 Close fuel valve servo to deprive engine offuel. Thisis not a preferred method as it can cause the engine to lean out and overheat. Ifabove stoppingprocedure fails, wait on ground and monitor aircraft untilengine runs out offuel, do not approachthe aircraft. Do not over-rev the engine with blades at zero collective to facilitate faster expenditureoffuel, engine couldoverheat androtorcanbedamaged. Instead, richen mixture and place torque on the engine with gentle negative collective. 

### 4.3.3 Start/Run-up Check 1. PIC
- At controls 2. CLEAR ROTOR?- Yes 3. RPM -1000 4. Call, "Start and Run-up check complete". 

### 4.3.4 Pre-Taxi Checks Once SUAS has been started and initialized, call, "Ready to Taxi". Steering capability should be checked as soon as possible. Taxi operation requires all the attention; maintainmaximum possible vigilance. VO will signify proper clearance on his/her side by a thumb-up signal. This will place the hand signal in the PIC peripheral vision and will allow the PIC to devote his/her attention to his/her side ofthe rotary-wing aircraft and the area in front ofthe rotary-wing aircraft. When adequate clearance is in doubt, a rotary-wing aircraft should be towed. Call "Pre-taxi checklist complete." Prior to takeoff, consider (at least) the following items as appropriate: • Specialfactors influencingthistakeoffsuch aswet runway, anti-icingrequirements, cross-wind,

deviations from the norm .... • Verify the airspeed settings. • Verify the navigation equipment setup. • Verify the initial flight clearance (headings, altitudes). • Review the emergency return plan. Direction to turn ifproblem develops. i.e. "Strong wind

gust from the south, will head south." • Check charts based on gross weight and temperature. • Any Safety Issues? i.e. Ground traffic in immediate vicinity? 

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• 4.3. STANDARD OPERATING PROCEDUREROTOR-WING 37

• Complete the briefing by asking the VO, "Do you have anything to add?" Hover check and stabilize instruments. Ifhover power normal, and instruments normal, call "On the go", and maintain directional control, steady increase in power to takeoff setting. Positive airspeed indication, call, "Airspeed alive". 

### 4.3.5 After Landing Check Priorto either pilot leaving the controls after engine shutdown, the pilot shall designate Shutdown Checklist. 

### Ifa post-flight inspection will not be accomplished after the completion ofthe last flight ofthe day, conduct a walk-around check of the rotary-wing aircraft, noting any oil or fuel leaks, abnormal wear or damage. Any discrepancies found during this walk-around are to be noted in rotary-wing aircraft books.



### __________ _... OST-FLIGHT CHECK
__________ _ 1. 

### IGNITION OFF 2. 

### PILOT REMAIN AT CONTROLS UNTIL BLADES STOP OK 3. 

### FUEL VALVE CLOSED 4. 

### ROTOR BRAKE APPLY 5. 

### LOG LOG EGT, RPM-PEAK, FPV-PEAK, RUNS, ABORTS, HOURS 6. 

### MASTER AVIONICS OFF 

### 7. 

### RADIOS OFF 8. 

### FUEL TANKS DRAIN COMPLETELY, EVAPORATE ALL FUMES 

### 4.3.6 Calls for the Traffic and Spectators The following are recommended operatingprocedures for calls. PIC shall broadcast, in the blind if necessary, position and intentions on the rotary-wing aircraft. Recommended calls are:
• "On the runway", or "on the helipad". 

### (Ifthere is no designated runway or helipad, call "in

the field").
• "Starting Engine."
• "Taxi."
• "Departing."
• "Entering downwind."
• "Landing."
• "Deadstick."38 CHAPTER 4. NORMAL PROCEDURES 

## 4.4 Use ofHelicopter Rotor Brake The helicopter rotor brake [ifso equipped] will not be used during Aircraft Engine Starts as a normal, everyday practice. However, during excessively high winds, or other abnormal circumstances atthediscretion ofthepilot, therotorbrake canbeused duringthe startbeforerotorbrakerelease. Use ofthe rotor brake on shutdown is permissible anytime with a modulated, gradual application so as to not cause the rotor to be halted abruptly. At no time shall the rotor brake be depended upontokeep therotor stopped. Rotorbrakes have beenknown to slip. All individuals shallremain clear of the rotor during engine starts with the rotor brake applied, and during shutdown until blades have come to a full stop. 

## 4.5 Refueling Procedures When refueling, use 87 octane, ethanol-free fuel. Make sure to mix Pennzoil 100% synthetic Outboard Marine Engine oil, 5 oz ofoil to a gallon ofgasoline (25-1). Operating engine with pure gasoline will lead to overheating and seizure ofengine. Thepersonnel fueling must have prior experience fueling helicopters. Crewis responsible to ensure that fuel is of the proper grade and quality and that the desired amount is placed into the fuel tanks. PIC may delegate the fueling but retains the responsibility. Crew should verify that the refueling equipment is labeled with the name ofthe product ordered (Chemistry, Octane Rating, Oil Ratio, etc), and is properly positioned, and is not under any part of the aircraft that could settle during refueling. FUel cans should not be backed up to the aircraft. Keep them parked away so that fuel could be moved away in case ofa malfunction or emergency. Bond fuel to the aircraft electrically at the recommended bonding point and ground it before any fuel cap is opened or the nozzle is connected. FUel shall pass through a filtering system before entering the rotary-wing aircraft. No fueling will be allowed ifa thunderstorm is in the immediate vicinity ofthe fueling facility. No fueling will be performed while the engine is running, or blades are spinning. All strobe lights will be turned off and no radio transmissions shall be made during fueling. All rotary-wing electrical systems capable of creating a spark (such as ignition controls) must be turned off before fueling. No fueling will be performed without a 

### C02 fire extinguisher present on site with at least 10 lbs ofcharge. One crew member will supervise the refueling and ensure that the rotary-wing aircraft is properlygrounded before fueling commences. The supervisingcrewmember will physically check the fuel caps for security at the completion of fueling and will ensure that all bonding cables are disconnected. The bonding cables and fuel hose must be clear of the rotary-wing aircraft before takeoffoccurs. If there is any question as to the quality of the fuel or fueling equipment being used, a flight crewmember will request that a sample be taken from the final fuel filter of the refueler and/or from the delivery nozzle being used to refuel prior to accepting fuel. Fuel should have a clear and bright appearance and have no evidence of free or suspended (cloudy or hazy) water and have no visible particulate matter (dirt, rust, etc.). Fuel that is not clear, clean and free from water should not be accepted. Use chart in figure 4.2 to determine fuel 

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• 4.6. GROUND POWER UNITS 39 quality. 

## 4.6 Ground Power Units When a ground power unit (GPU) is supplying power to rotary-wing aircraft systems, one person qualified to operate the GPU must remain in attendance in the immediate vicinity ofthe rotarywing aircraft. The immediate vicinity is defined as sufficiently close in proximity to enable the person totake immediate corrective action in the event ofan emergency. Do not attempt flight with aircraft on ground power. 

## 4.7 Right ofWay For safety and aviation efficiency, whenever other users ofNAS are present, PIC shall not fly, or if flying, shall land immediately. In the event other aviation activities are encountered during flight, PIC shall always be the one to initiate an avoidance maneuver. All othertimes PIC must show vigilance and avoid areas ofpotential aircraft activity. PIC shall never perform an over-flight ofother aircraft by the SUAS, even if it is parked. Whenever possible, ground taxi the SUAS to operations point, always confirm clear both sides, and verbalize any safety concerns during brief before taxiing
. 

# 4.8 Missed Approach Procedures Go around. State initial heading and altitude ofmissed approach procedure. Verify and validate heading and altitude by callout. 

## 4.9 Test Range Operational and Safety Requirements Controlled access zone is the area where SUAS flight and other operations are taking place. Controlled access zone may be defined by natural barriers, engineered barriers, a combination ofboth, orothermeans such as security monitors. In anycase, caution signs as illustratedin figure 9.2 shall be posted to warn unauthorized personnel of the risks of trespassing the controlled access zone. Supporting stanchions for signs shall be clearly marked with high-visibility material. Physical Perimeters: Physical perimeters may be natural or engineered. Natural perimeters maybe distance, trees, hills, water, or other terrain features. Engineered perimetersmayberopes, wires, tapes, fences, orequivalent materials, dependingon context andwhere applicable. Gaps in a naturalperimetermaybe connected by engineered perimeterto a standardwall or terrain feature. Security Monitors: Where physicalperimeteris not applicable, a securitymonitoris used. Securitymonitors are competent torecognize potentialhazards and provide access control tothe SUAS operations. Ifused, the safety monitor shall be within visual sighting distance ofthe SUAS and in communication withthePIC. The safetymonitors shall not have other responsibilities which could take their attention from the monitoring function.

### 40 CHAPTER 4. NORMAL PROCEDURES



# 1 2 3 4 

# 5

Figure 4.2: (1) Clean fuel with proper mix ofoil in it. (2) Water in fuel. Water is heavier and settles. Water will pass through fuel filters and can lead to decreased performance, as well as rust. (3) Contamination with fine silt. While silt is captured by the fuel filter, but will quickly clog it. (4) Dyed fuel. Dyed fuels are intended for specific purposes, do not use. Dye color can range depending on the fuel quality and the amount ofdye used to color it. (5) Fuel breakdown caused by bacteriaor microbial activity. 

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• 4.10. TESTRANGEREQUIREMENTS 41 

## 4.10 Test Range Requirements Withinthe conterminous United States, a test range must abide with following rules: 1. Located outside minimum 5 nautical miles from any airport, heliport, seaplane base, spaceport, or other location with aviation activities. 2. Away from areas ofconcentrated human activity. 3. Established on solid ground, or ifwaterborne, a solid platform. 4. Offers sufficient obstruction clearance and ground slope. 5. Does not pose foreign object damage hazards to rotary-wing aircraft. Further, a suitablehelipadwill bea minimum, 25 x 25 ft wide. This area shallbeclearof

### allhuman activity when the engine is running. The location can be on the ground, a marine vessel, or an elevated platform. A suitable landing area will provide a visual means to determine wind direction (i.e., wind sock, weather vane, smoke stack, flags, etc.). The landing area is not required to be paved, but it may not contain loose objects that may be blown up into the rotor system or engine intakes. The landing surface must be dry, firm, level and able to support the weight ofthe rotarywing aircraft and should have at least one clear approach and departure path. Prior to landing at an Off-Test-Site area, thehelicopterpilotswill confirmwiththelocal authoritiesthatthehelicopter landings are authorizedattheproposed landinglocation. A high andlow reconnaissance ofthe site will be performed prior to committing to a landing. When conducting external load operations, rotors will remain above the canopy, or rotary-wing aircraft will operatewithin an opening no less than double the main rotor diameter
. 

### 4.10.1 Controlled Access Zone Controlled access zone is the area where SUAS flight and other operations are taking place. Controlled access zone may be defined by natural barriers, engineered barriers, a combination ofboth, orothermeans such as security monitors. In anycase, caution signs as illustrated in figure 9.2 shall be posted to warn unauthorized personnel of the risks of trespassing the controlled access zone. Supporting stanchions for signs shall be clearly marked with high-visibility material. Physical Perimeters: Physical perimeters may be natural or engineered. Natural perimeters maybe distance, trees, hills, water, or otherterrain features. Engineered perimetersmayberopes, wires, tapes, fences, orequivalent materials, dependingon context andwhere applicable. Gapsin a natural perimeter maybe connected byengineered perimeterto a standardwall or terrainfeature. Security Monitors: Wherephysical perimeteris not applicable, a securitymonitoris used. Security monitors are competent torecognize potentialhazards and provide access control tothe SUAS operations. 

### Ifused, the safety monitor shall be within visual sighting distance ofthe SUAS and in communicationwiththe PIC. The safetymonitors shall not have otherresponsibilities which could take their attention from the monitoring function. 

## 4.11 Noise Abatement All operations must adhere to any published noise abatement procedures and voluntary curfews except when the safety of flight is involved. Special test ranges and highest acceptable altitudes shall be flown to reduce the noise
.

### 42 CHAPTER 4. NORMAL PROCEDURES 

## 4.12 Minimum Landing Fuel Reserves SUAS is equipped with three fuel tanks; two main tanks and one auxiliary tank, also known as a header tank. The minimum reserve fuel planned to be on board the helicopter at the time of landing is one halfheadertank (sufficient for approximately 30 minutes offlight, less withpayload, not to dip below 10 minutes). The minimum fuel reserve is not intended to be used as a landing fuel target. 

## 4.13 Tail Number Thetailnumber ofthe aircraft should be applied on a contrastingpartofthefuselage, using black2 letters, as large as practicable. Tail number should be covered in clearcoat spray to protect it from exhaust fumes, which contain oil, and can dissolve exposed lettering. 

## 4.14 Mixed SUAS Operations Ifanother SUAS is encountered inflight, helicopter must avoid the flow offixed-wing aircraft. PIC must use his or her discretion to avoid a collision between two SUAS. 

## 4.15 Use ofFloats Anyover-the-waterflight, includingdepartures andapproaches from a waterborneplatform, require appropriate flotation devices installed which will prevent the aircraft from sinkingin case ofa water landing. These devices must be functional during over-water departures and approaches. No flight will be conducted over water without this equipment. No flight will be conducted over water that is more than visual range from the flight crew regardless offloat use. No flight will be conducted over water where boat traffic or otherwise humans may be present regardless offloat use. 

## 4.16 Portable Electronic Devices No person other than the flight crew may operate a personal radio transmitter, television receiver, cellular phone or any other electronic device known to emit electromagnetic or radio frequency emissions that could interfere with the rotary-wing navigation systems during flight. 

## 4.17 Required Publications In either laminated hardcopy or digital format (such as on a tablet computer), current copies of this handbook, Aircraft Maintenance Log (AML), Pilots Flight Log (PFL) must be carried by the crew, in additionto a current set ofaeronautical charts, instrument approachprocedure charts and applicable supplemental information. Where available, the subscription shall include color, shaded terrain and/or pictorial approach charts. 

### 4.17.1 Aircraft Maintenance Log Every maintenance performed on the rotary-wing aircraft is logged in this book. A standard Jeppesen or ASA maintenance logbook shall be·used. 21£the aircraft is painted in a dark color use a contrasting light color instead. 

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• 4.18. FLIGHTPLANNINGANDNOTAM 

### 43 

### 4.17.2 Pilot Flight Log Every flight performed on the rotary-wing aircraft is logged here and every pilot must maintain their own. A standard Jeppesen or ASA pilot logbook should be used. 

### 4.17.3 Engine Log Engine log is the flight log ofthe engine (not the airframe) for maintenance purposes. A standard Jeppesen or ASA engine logbook should be used. 

### 4.17.4 Charts Most recent and active aeronautical charts ofthe test range should be carried and monitored for changes. 

### 4.17.5 Tail Number Verification At all times the rotary-wing aircraft shall carry a unique tail number. This number shall be visibly displayed on the fuselage where space is appropriate and safe to do so. Letters and numbers shall bemade as large as practicable. Applicable contact information is tobe linked tothis number that links the rotary-wing aircraft with the company at all times. 

## 4.18 

# Flight Planning and NOTAM Priortoflight, PIC mustbecomefamiliar withtheconfined areaofflight by assessingrisks topeople and property in immediate vicinity both in surface and air. PIC is responsible for flight planning and related information such as ground transportation, servicing requirements, reservations, etc. PIC shall make the maximum use of available information and specialized equipment, such as computerflight planningorcommercial weather services. PIC shall also determine thelatest status ofNOTAM restrictions.3 

### 4.18.1 TakeoffMinimums PIC may not takeofffrom a testrange when the following objects are present within 100 feet ofthe rotary-wing aircraft:
• People who are not participating in the SUAS operation. • Animals or wildlife. • Air, Ground, or Naval Traffic. • Buildings taller than single story. • Overhead power lines. • Radio towers and similar structures that are tall and difficult to see. 

### PIC may not take-offif it means flying over any person at any time for any reason. 3Helicopters are not normally included inthe NOTAM reports issued by local flight service facilities. PIC should check manually
.44 CHAPTER 4. NORMAL PROCEDURES

Figure4.3: All rotorbladesmustbe markedfor highvisibility. Thisbladehasbeenproperlymarked to meet visibility requirements. An inverse ofthis paint scheme would have been very bad since it would leave the tip black. To highlight thetravel ofblade tips, the tip should always be in lightest contrasting color. 

### 4.18.2 Landing Minimums Exceptin an auto-rotationemergency, PICmaynot landona testrange whenthefollowing objects are present within 100 feet ofthe rotary-wing aircraft: • People who are not participating in the SUAS operation. • Animals orwildlife. • Air or Ground Traffic. • Buildings taller than single story. • Overhead power lines. • Radio towers and similar tall structures. 

## 4.19 

## High Visibility Markings A spinning rotor is invisible to human eye ifthe rotor blades are ofuniform color. High visibility markings in accordance with FAR 29.1565 arerequired. While FAR 29.1565 states tail rotors only, considering the smaller scale ofsaid markings should be applied to bot main and tail rotor blades, all blades, marked so that corresponding rotor disc is conspicuous under normal daylight ground conditions. Blades canbe sourced from multiple manufacturers and not all ofthemmarktheblades by default. If a blade arrives unmarked, the marking procedure should be performed professionally, and the blades re-balanced after markings are applied. While many marking designs can be used, alternating color stripes, oftwo contrasting colors, are best. Recommended colors are gloss black and gloss white. School-bus yellow may be substituted for white. Pattern must be aligned such that the tip of the blade should not be marked black. Figure 4.3 is a good example ofprofessionally applied high visibility markings. 

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• Chapter 5 

# PERFORMANCE

5.1 Speeds Thehelicopter is designed tohandle incredible amountsofstressbutthere arelimits. Never-exceed speed, VNe, is 80 knots calibrated airspeed in clean configuration. When payload bay is attached, VNE is 50 knots. These speeds are adjusted to be 0.9 times the maximum forward speed possible, substantiated for advancing blade tip mach number effects under critical altitude conditions. Note that VNE may vary with altitude, r.p.m., temperature, and weight and remain conservative. 

## 5.2 Gearing for Different Rotor Configurations The gear ratio is a factory setting for two blades. If more blades are to be installed, the main rotor RPM needs to bereduced and thebest way to do this is by gearbox adjustment rather than throttle adjustment. The engine has a narrow RPM band for optimumpower, do not use throttle to defeat having to adjust gear ratio! The helicopter's lifting ability may be severely impacted by this practice. Use the gear chart in figure 5.1 to determine gear ratios. Optimal gear ratios for this class ofhelicopters are between 7 and 10. 

## 5.3 Airframe Category The aircraft is a single main rotor, single engine helicopter constructed primarily of carbon-fiber and metal. The primary fuselage structure is stacked plate carbon fiber and machined aluminum. The tailcone is a monocoque structure in which aluminum skins carry primary loads. Fiberglass andthermoplastics are used in the secondary structures such as engine cooling shrouds, ducts and fairings. Side doors provide access to the main gearbox and drive system. Additional access to controls and other components for maintenance is provided by removable panels. Payload bay is positioned at the bottom ofthe aircraft between landing skids, and is removable. 

## 5.4 Aerobatic Capability This aircraft is designed as a high-lift helicopter, not a high-speed or high-agility helicopter. Recommendedflight profile is gentle lifting andtransporting ofpayload bay. Intentionalperforming of aerobatic maneuvers is prohibited except emergency conditions could deem it necessary. The pilot PIC will refuse any flight or situation which he/she considers hazardous or unsafe. 45

### 46

MilllmumSUMofPlnlonfSpurGear::.JOOT MaKimum SUM DfPinion/SpurGear= 1151 Internal8eltDriveRallo2:1(19:3$T) AliFiguresareFinalOtiwRallotsPur/Pinionxl) 

### CHAPTER5. PERFORMANCE

PlnlonSJtesAY&Uablel.5T·50T SpuJGearSiZf!$Avaltilbfe65T·8ST

### UIETI~~~~~~

Figure 5.1: Chart ofgear ratios.

Figure 5.2: SUAS main components. Note that auxiliarytanks, payload, fuselage, removed toshow detail. 

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• Chapter 6 

# WEIGHT & 

# BALANCE

6.1 Payload Empty weight is 18 pounds. The aircraft can accept 25 pounds of payload, including fuel. Fuel density is 6.073 pounds per US gallon. Fuel capacity is 32 

## + 64 

## + 64 ounces of 87 octane gasoline with 25-1 mixture of Pennzoil 100% synthetic outboard marine oil, which is approximately 7.8 pounds of payload if all tanks are filled, resulting in 3 hours of endurance. See figure 6.1 which illustrates a typicalpayload-range diagram. There is a naturaltrade-offbetween payload andrange performance. The shape ofthe curve is such that the aircraft is able to carry a maximum payload over a specified range as illustrated in the grey areaalong points "A" to "B". Longer ranges canbe flown ifoperator is willing to reduce its payload in exchange for fuel as illustrated in the blue area alongpoints "B" to "C". Thetrade-offcontinuesuntilpoint "C", whichis themaximumoperational range with full fuel tanks. Along points "C" and "D" fuel is maxed out therefore the trade-off is one ofcompromising payload in order to achieve greater range. 

### 6.1.1 Weight and Balance CG point is located on an imaginary line passing through the rotor mast and extending below the aircraft. Actual CG occurs inside the engine when the aircraft is empty. Payload balance must me maintained within4 inches ofCG laterally and 12 inches ofCG above the engine and 24 inches of CG below the engine. This is shown in figure 6.2. Recommended gross take-offweight (GTOW) ofthe aircraft is 45 pounds. CenterofGravity reference is main rotor shaft. With all equipment installed, 25 pounds will ensure a CG within limits. For lower weight, compute weight and balance; removable ballast may be requiredto obtain CG at or forward ofaft limit. Fuel burn causes CG to move forward during flight. Always determine safe loading withempty fuel as well as withtakeofffuel. Payload may be limited by forward CG as fuel is burned. Refer to figure 6.3 which shows auxiliary fuel tanks installed. There is one tank per lateral side of the aircraft. When refueling the aircraft or changing payloads, fill the tanks such that CG limits are maintained within safe levels. An easy way to verify proper CG is to lift the aircraft suspended from two opposing rotor blade· grips (not the blades!) while the rotor is positioned such that blades extend out from the sides 4748 CHAPTER 6. WEIGHT& BALANCE**r---~"**

## 25i.**A~-------------1'**

# ~I III

I Maximum Payload

MZFW

OEW**Betwe~n** fuel & Payload

Ranse-Nmi Ranse

AircraftWel&htComponents

' ' '**~** ''**'·..-----------~** 

## .,."": :\ 

# .,..,. ; '\ 

# .,. \ 

# .,..,. \ 

# .,..,. \ .,..,."" Total Fuel \ 

# .,..,. ' \

, : I \ """=Maximum payload 'B =Maxrange withm;!x payload\: 

### : \

A- B MZFW limited B- C MDTOW limited 

### c - 0 Max Fuel Capacity Llrf,ited Lines ofauthorized**c~rtified** MTOWS ' ' Range ' ' '

. C

## = Range With max fuel capacity '

Figure 6.1: SUAS payload-range diagram. 

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### 49

Figure 6.2: Center ofGravity line. perpendiculartoflight direction. Withfuel tanksempty, aircraft shouldbeve(y slightly nose heavy, indicated by no more than a 5° degree drop ofthe nose down. 

## 6.2 Payload Loading/Storage Payloadmustbeplacedin designatedcompartmentundertheaircraftwhereitwillbewithinproper CG, not block airflow (engine and/or aerodynamic) and secured such that it cannot come loose on its own during in-flight turbulence. 

## 6.3 Loading and Unloading with Engines Running and/or Blades Turning Due to the low-tip path ofthe main rotor blades, no person may approach the rotary-wing aircraft when blades are spinning for any reason, nor can they move toward the tail rotor. Whenbladesare completelystopped, butengineis running, activities suchasloadingandunloading payload or connecting or disconnecting ofcables can be performed ifthe standard procedures outlined inthis section are followed: PIC must be at the flight controls and alert to personnel and equipment in the vicinity of the rotary-wing aircraft. All movement should be from the side ofthe helicopter and PIC must supervise the movements. Loose articles such asjewelry, clothing, hair, must be secured
.50 

### CHAPTER 6. WEIGHT & 

### BALANCE

Figure 6.3: Starboard side auxiliary fuel tank. When filing those tanks, be mindful ofweight and balance! 

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• Chapter 7 

# SYSTEMS & 

# DESCRIPTIONS
7.1 Aircraft Capabilities An industrial grade helicopter based on a Bergen Industrial Twin airframe, upgraded by Rockwell Collins to aerospace grade mechanics and navigation grade avionics. Bergen Industrial Twin in stock form is a time proven utility helicopter popular among the respected research universities around the nation for their reliability and payload potential. The upgrade by Rockwell Collins combines this basic airframe with a variety of off-the-shelf as well as purpose designed Rockwell Collins components. The resulting aircraft is a Rockwell Collins qualified helicopter that is greatly safety enhanced, fully mission capable SUAS. It uses a 52cc engine1 and capable of a maximum gross take-offweight ofapproximately 43 pounds. TheUAS maximums for endurance and airspeed, inemptyandcleanconfiguration, are 3 hours and 80knots, respectively. Bothaforementionedmaximums decrease with addition ofpayload and fuel. 

### 7.1.1 Control Station and Communication Links The aircraft control station consists of a quad redundant, full duplex, frequency hopping spread spectrumradio link. The link operates between 2400 and 2450 MHz, byrapidly switching a carrier among many frequency channels using a pseudorandom sequence known to both transmitter and receiver. This provides a multiple access method in the frequency-hopping code division multiple access scheme. This radio system provides positive aircraft control functions, manual override, engine kill, as well as telemetry data. Because interference at a specific frequency will only affect the signal during that short interval, and the antennas are polarized, and multiple redundant, this schemeis anextremelyreliableradioconnection. Anyradio systemcanbeshotdownifthestrength of an interfering signal on same channel is strong enough. We reduce this risk by using multiple channels at once. Therefore even if a very strong interfering signal appears on one channel, the redundant channels remain almost certainly unaffected. Navigation, communication, andsituationalawarenesscommunicationlinksusetheRockwellCollins QNT-200, ARC-210, or similar Rockwell Collins communication systems. The QNT-200 is a small form factor two channel multi-band software defined radio for high node and high bandwidth mobile networking connectivity for imagery and full-motion video. QNT-200 provides rapid delivery of mission critical information enabling real time decision making. This device .has over 100000 1Twin cylinder gasoline engine producing approximately 8 horsepower 5152 

### CHAPTER 

### 7. SYSTEMS & 

### DESCRIPTIONS hours deployed in theatre operation. The ARC-210 is a software defined radio architecture military airborne transceiver with embedded INFOSEC capability2• More than 30000 units are used worldwide on over 180 platforms. All above systems are connected toone ormoremission computers onthe ground, providing a host oftelemetry, control, and flight management options. 

### 7.1.2 Voice Alert System Avionics have a voice alert systemwitha lexiconofover 300words, numbers andphrasesinEnglish. It canbe programmed to call out flight modes (see sections 7.1.3, 7.1.4, and 7.1.5) when switching from one to another. It can also call out numerical values for fuel, battery voltage, temperatures, or any other critical telemetry. Ifan alarm is triggered the PIC does not need to break visual line ofsight withthe SUAS. 

### 7.1.3 Flight Controls in Normal Mode In normal mode the PIC manipulates the flight surfaces. All primary flight controls are actuated through fly-by-wire systems on the aircraft that terminate in push-pull tubes and bellcranks. Bearings and servomechanisms used in theflight control system are sealed and do notrequire maintenance. Flight control operation requires hand inputs from the PIC, utilizing both hands at once. Hands are placed on a radio tray that is ergonomically designed for this purpose. It offers an assortment ofswitches, buttons, and dials accessible by fingers without moving the hand. Main flight controls are two ballrace mounted Hall-effect control sticks with spherical XY movement. Grip height and angle ofsticks can be adjusted to achieve the most comfortable hand position.3 There is no force feedback on the controls such as a conventional stick shaker, but a global vibration function that shakes the entire control tray. There are also visual and audio warnings for the PIC in case aerodynamic envelope ofthe aircraft is pushed. The cyclic control is mounted on the right stick and provides pitch and roll control for the aircraft. Collective is mounted on the left stick and provides climb or descent, as well as glide and autorotate capabilities. And rudder is also mapped on the left stick which provides yaw and torque compensation capabilities. Cyclic and collective control sticks are equipped with adjustable friction devices, allowing the pilot to remove left hand from the collective during most flight regimes. The cyclic has a bungee spring which cancels stick forces during cruise flight and is self centering. Balancing control and trim functions are implemented electronically. Enginethrottleis correlatedtocollectiveinputselectronically, eitherby a throttlecurve or anRPM governor. These methods are selectable bythe PIC. Ingovernor mode, engine maintains fixed rotor RPM regardless ofcollective. In normal mode, when the collective is raised, the throttle is opened and when the collective is lowered, thethrottle is closed. Rudder operation is gyro-stabilized to assist in gusty conditions and coordinated turns.

2National Security Agency Cryptographic Modernization Initiative Compliant 3PIC should always verify the ability to apply full control travel prior to flight. 

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### 7.1.4 Flight Controls in Assisted Mode In assisted mode, depending on which assisted mode is selected,

### flight controls are replaced with 

### flight commands. For example, in normal mode raising the collective directly causes the aircraft to climb. The more the displacement ofthe stick, the higher the rate ofclimb. In assisted mode raising the collective raises 

### desired altitude. Up collective increases and down collective decreases this number, at a variable and regulated4 rate determined by stick displacement. Aircraft will then climb and hold this altitude. Other assisted modes are attitude hold, airspeed hold and heading hold. They work in similar manner. 

### 7.1.5 Flight Controls in Autopilot Mode Autopilot mode is a specialmode where all assisted modes are enabled, causingthe aircraft tohold a position, heading, and orientation in space indefinitely, automatically resisting wing gusts and other disturbances. Stick inputs are ignored. Instead, the aircraft responds to waypoint inputs through the mission computer. Ifsuch inputs are given the aircraft will fly to those waypoints. If a batch ofwaypoints are given they will be flown in that order. 

### 7.1.6 Rotor Systems The main rotor has two (four, in some configurations) carbon-fiber composite (aluminum in some configurations) blades mounted tothe hub by coning hinges. The hub is mounted tothe shaft by a teeter hinge. Coning and teeter hinges use bearings. Blade grips for the main rotor blades provide a hinge friction restraint which normallyprevents therotorfrom folding while stoppingor starting. Pitch change bearings for each blade are enclosed in a housing at the blade root, filled withoil and sealed with an elastomeric boot. Each blade has a thick spar at the leading edge. The skins are bonded tothe spar. Thetailrotor hastwo (and double, in some configurations) carbon-fiberblades and a rigid hub with a fixed coning angle. The pitch change bearings have self-lubricated liners. 

### 7.1.7 Rotor Brake If installed, a disc/caliper based rotor brake is mounted on the main gearbox and actuated hydraulically by a servomechanism pushing in a master cylinder. It is recommended to use the rotor brake as a parking brake only. That is, do not depend on it to stop moving rotors unless this is absolutelynecessary, butratherprefertouse ittoprevent already-stoppedrotors from windmilling. When the brake is engaged with the engine off, ignition is disabled. Donot dependonrotorbrakeinhighwinds; use tiedownstosecurerotor. During stormconditions, helicopter should be hangared or moved to a safe area. Ifhelicopter is to be hangared, turn fuel shutoffvalve offfirst. 

### 7.1.8 Drive System The engine drives the main gear by means of a clutch. Inner shaft ofthe clutch transmits power from the engine to clutch bell, which is permanently engaged to main gear. The main gear drives themainrotorbymeans ofa one-way clutch (for autorotation capability) and atthe same time the tail rotor by means of a single shaft engaged by a bevel gear. The long tail rotor drive shaft has support bearings and damper bearings. Thetail gearbox features a single 90 degree bevel gear set. 4For example, it will not change fast enough to allow the aircraft enter a vortex ring state.54 

### CHAPTER 7. SYSTEMS & 

### DESCRIPTIONS

Figure 7.1: Helicopter Drive System, showing clutch and main gears.
This helicopter does not feature a driven tail. Inother words ifengine stops in the air, tail rotor RPM will drop suddenly while main rotor RPM can be maintained by autorotating. This is a design feature to provide more time to autorotate in heavily loaded conditions by trading offsome yaw control ability. If

### driven tail option is desired this can be achieved by locking the one-way clutch by means of set screw coupling. This will cause the main rotor to drive the tail rotor in case ofan engine failure.


### 7.1.9 Powerplant Atwo-cylinder, horizontally-opposed, overhead-valve, air-cooled, carburatedgasolineenginepowers thehelicopter. Engine is equipped with a an alternator, shielded ignition, two electronic magnetos, muffler, andinduction airfilter. Adirect-drive squirrel-cage fan mountedtotheengine outputshaft supplies cooling air to the cylinders via a thermoplastic shroud. Engine is started by an external handheld starterby means ofan extension shaft, both ofwhich that are removed from the rotarywing aircraft after the engine has started. 5 

### Induction air enters through an inlet on the right side ofthe fuselage and passes through a flexible duct to the carburetor air box. The pilot should read and adhere to procedures recommended in the engine manual to obtain maximum engine life and efficiency. 5Alternatively, a pull-starter may be installed on the engine and remains on the aircraft. 

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### 55 Priming System A choke priming system is used in cold weather operations in front and left side ofthe carburetor. Engine priming is performed by choking until fuel line visibly fills with fuel. After priming, engine can be started. After engine warms up, choke should be released. 

### DONOTFLYWITHCHOKEAPPLIED. ENGINEWILLBE OVERLYRICH, LIFTING ABILITY OF HELICOPTER WILL BE SEVERELY IMPACTED AND ENGINE CAN QUIT UNEXPECTEDLY. 

### 7.1.10 Governor Governor maintains engine RPM by sensing changes in it and applying corrective throttle inputs through a servomechanism. Governor can be easily overridden by the pilot. Governor is active only above 80% engine RPM. The governor is designed to assist in controlling consistent rotor RPM under normal conditions andreduce workload onthe pilot. It may not prevent over-speed or under-speed conditions generated by aggressive flight maneuvers. It also cannot predict or correct engine problems. If governor gains or servo are reversed, engine stoppage 

### will result. Verify correct installation and operation before flight. Governor is also responsible. for mixture control. In-flight leaning with the mixture control is not recommended. Ifmixture is leaned on the ground at high altitude, be sure it is richened before descending to lower altitude. Otherwise, engine stoppage mayresult. Centrifugal Clutch System After the engine is started, it is coupled to the rotor drive systemthrough a centrifugal expanding clutch that engages a clutch bell with brake liner inside it, when the pilot engages the throttle. The clutch caution light illuminates whenever the engine is spinning and the rotor is not following proper rate (slipping). The light stays on until the rotor and engine are in synch. 

### 7.1.11 Fuel System The fuel system is pressurized and includes two main tanks, an auxiliary (header) tank, a shutoff valve, a fill valve, and filters. The fuel shutoff valve controls flow from all tanks to the engine. Fuel tanks may be flexible bladders in aluminum enclosures, or fixed volume polyethylene tanks. FUel tank air vents are located onthe tanks. Drainvalves are provided for fuel tank sump. Silicon tubes attached to the valves allow fuel to be carried to the engine through a series offilters. The fuel gages are electrically operated hall-effect sensor type. When sensor is tripped tanks are empty except ten minutes reserve and a small quantity ofunusable fuel in the header tank. 

### 7.1.12 Electrical System A 28 volt electrical system includes an alternator, a regulator, a battery maintainer, and lithium iron phosphate batteries. Alternator drive system works through belt(s) tensioned by a tensioner pulley. Failsafe battery switches control the battery relay which disconnects the battery from the ·electrical system. Ifthe switch fails, it fails to on state, that is, 'the batteries are electrically connected to the aircraft. The alternator control unit protects the electrical system from overvoltage56 

### CHAPTER 7. SYSTEMS & 

### DESCRIPTIONS

Figure 7.2: The engine is a twin cylinder two stroke gasoline engine based on the Zenoah G26. Use 87 Octane gasoline with this engine, after mixing Pennzoil 100% synthetic Outboard Marine Engine oil at a ratio of5 oz ofoil to a gallon ofgasoline (25-1). 

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• 7.1. AIRCRAFTCAPABILITIES 57 conditions. A charge and balance control circuit maintains the battery and ensures safety. Redundant voltage regulators supply power to the avionics and aircraft control systems, as well as the attached payloads. Except for emergency procedures, never operate the aircraft on the alternator alone with battery switched off. The battery helps protect electrical equipment from voltage spikes. 

### 7.1.13 Navigation Lights A red anti-collision light is installed onthetailcone. Red and green position lights are installed on right and left side ofthe fuselage, and a white light in the tail. Two landing lights are installed in the nose at different vertical angles to increase the lighted area. One landing light is installed in the tail to illuminate the tail rotor clearances. Four strobes are installed at the sides, nose and tail. Four annunciator lights based on multi-color LED technology are installed such that the SUAS cancommunicate withthe ground crew using light signals, for example, to alert about a low battery condition. All lights are based on automotive grade, daylight visible light-emitting-diode technology. 

### 7.1.14 Audio COMM System PIC and all personnel use a headset mounted voice-activated intercom (VOX). A VOX squelch knob is used to set the threshold volume at which the intercom is activated. When the VOX knob is turned fully clockwise, keying is required to activate the system. 

### 7.1.15 Pitot-Static System The pitot-static system supplies air pressure to operate the airspeed indicator, altimeter, and vertical speed indicator. The pitot tube is located on the front edge ofthe rotary-wing fuselage. The static source is locatedinside the avionics cowling. Water can be drained from pitot-static lines by removing the flexible air tubes. Refer to manufacturer manual for sensor repair, maintenance or replacement. See figure 7.3. 

### 7.1.16 Tachometer Anelectronichall-effect enginetachometer, anda separaterotortachometerareinstalledonAether. Withbatteryandalternatorswitchesoff, thetachometerscontinuetoreceivepowerfrom thebattery through a bypass circuit. 

### 7.1.17 Warnings and Cautions Warning.and caution systems include audible and lighted alerts for clutch, over-temperature, low fuel, low fuel pressure, low RPM, low battery, low signal, alternator, rotor brake, and full throttle. 

### 7.1.18 Landing Gear Helicopter is equipped with a tall tricycle type landing gear. A hard landing will be absorbed elastically by combined effect oftire pressure and shock absorbing struts at each wheel. An extremely hard landing will cause the wheel struts hinge outward as the OLEO landing gear mast becomes permanently bent to absorb the impact. Crosstubes are designed to crack after absorbing extreme shock but hold together for the landing. They should be replaced promptly thereafter. Slight crosstubeyielding is acceptable. Ifithasyielded suchthat helicopterground clearance is decreased58 

## HPB SPECIFICATIONS ld!.if,H!Udf..frM#It@ilM Accuracy: (from -40to 85'C) HPB200: ±0,4 hPamaximum HPBIOO: ±08hPamaximum HPA200: ±0.03% FS maximum HPA100:±0,06% FS maximum Temperature: t1•c(atsensingelement) Temperature Range: Operating -'10to 85'C (-'10to 165"1') Storage: ·55to 90'C (·67 to 194'F) Sample Rate••: 8.33ms to 51.2 min Resolution: 00011%FS'" Response Delay: (1000/update rate) +1ms, minimum 17ms LongTenn Stability: HPB:0.25 hPa maxperyear HPA:002% FS maxd:ll1r;ar***6@!itffi1®~1'1""71·** Pressure Ranges: HPB: 500to 1200hPa (1 hPa•1mbar) HPA: 0tonspsia P...,.u,..Unlts"':atm, bar, cmwc.ftwe, hPa,lnHg, lnwc,kg/em', KPa. maar, mmHg, MPa. mwe, psi, user,lcom,pis MediaCompatibility: Suitable lornon-<:andenslng, non-corrosive, and non-combustible gases, wahl: :fiim)withoutflHicys 

### 13**~··** 1 .nmc Output: , S· 32, RS-485 PowerRequl..menta: TTL SupplyVoltage: 6to 26VOC RS·232, RS-485 SupplyVoltage: 5.5to 30VOC OparatingCurrent Standard: 17·30mA:CE: 1J.25mA,TTL:6·9mA Baud Rate••: 1200,2400.4800, 9600. 14400, 19200.28800 BusAddrassll'="'Address up to89 un"•· IDIM:UH.Iffi

## mee

(1) Aecurac:y Is the sum of WOf'llt ease lineafity, tepealabilily, hysteresis. thermal effects and caHbratlon errors from ..CO to 850C Calibtation Is traceable to NIST (2) Meehanfeill Shoc::k tested par MtL.ST0-8830. M20023, Cond. B Vibration tested per MIL·ST0-8830, M2007 2, Cond A (3) UserConfiguroble (4) Best**~eaolulion** -- with PFS (percent full scale) pressure units. (5) CE·Marl< per lED 61326. See WNW.ssee.honeywefl comfpressuretdatasheeta for Information on test levels and results. Connector MIL.C·26482. shen size t10, 8·pln #20 size. (&)**Demonstra~on** kit Includes unit power supply/data cable (120V), d&m<11111ttalion software. TTL·I<>RS· 232converter(TTLonly), ancfusermanual

Find outmore 

### CHAPTER 7. SYSTEMS & 

### DESCRIPTIONS

CASE OUTLINE

ORDERING INFORMATION

Honeywell Precis1on Barometer


## .

# . HPB Barometer plication, 500to 1200hPa (1 h a• mbar) HPA AHimeterApptleetion, 0to 17.6psla 200 100 ::

## ..... :t0.4 hPamex :t08hPamex :tO.O %FSmax ±0.06% FS max PRESSURE CONNECTION ' W Brassbarbed (118 Inch 10tubing) l X BrassSwagelok"'(1/81nehlemale)

R Brass barbed, rightangle (1/8 Inch 10tubing) F

SD RS-485 TTL 

### m**l#!#riiijfiUMS·I~Ij@ll;!·iilelfl·!tf•*i•11111jijii.J~**

1 A Standard.fl.ptn plasticconnector B CE Marl<"'s-pin metalconne<:tor (RS-232, RS-485only) OPTIONS 

### II A Demonstration

### K1t~**1** (RS·232, TTLonly) Mating Connector(See Balow) PowerSupply/Data Cable (RS·232, TTLwllh OptionG only, See Below) TrLto RS·232 Converter(TTLonly)

Formore information on Honeywell's Precision PressureTransducersvisit us online atwww.oressuresenslnq.com or contact us at800·323·8295or763-954-2474. CustomerService Email: ssec.customer.servlce@honeywell.com. Honeywellreservn the right to make changesto improve rellabltity, funct1on ordesign, HoneyNefl dOes not assume any liability arising outorthe appttcatJon or use ofany product orcirant descrtbed herein_ neitherdoes itconvey anyUeense underits patent rights northe rightS ofothers Covered byone or rt10fe ofthe rollowlng US Patents 4,918,992and4,788.521. Honeywell 12001 Highway55 Plymouth, MN 55441 Tel: 800.323-8295 www.honeywell.com/pressuresenslng Form 11900245 July2006 C2008 Honevwen lntematlonallne. 

# Honeywell

Figure 7.3: Pitot and Static system sensors. 

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• 7.1. AIRCRAFTCAPABILITIES 59 by one inch the landing gear should be replaced. Tires are not abrasion-resistant and should be inspected regularly. Ifautorotation landings with hard ground contact have been performed tires may be damaged and should be replaced promptly. 

### 7.1.19 Emergency Locator Transponder The Emergency Locator Transmitter (ELT) consists of a small transmitter with external antenna and an audio annunciator. In case the aircraft is forced to land in an areawhere it maybe difficult to find the landing site, such as a forested environment, ELT will begin transmitting radio and audio signals when subjected to a high g-loadingto assist indetection and recovery ofthe aircraft. 

### 7.1.20 Accessory Mounts Provisions exist for mounting small and portable items. These provisions use mounting bars located under the main fuselage as hardpoints, fitted with one or more clamp assemblies which are compatible with a variety ofcommercially available accessory mounts. The accessory mounts are intended to provide a safe means ofmounting small items and are part ofthe aircraft type design. Items attached are the responsibility ofthe PIC under appropriate operating rules. 

### 7.1.21 Aircraft Clearances and Hovering Minimums Once engine is running, everyone is to maintain at least 25 feet of distance from all sides of the rotary-wing aircraft. Once airborne, the distance extends to 75 feet from all sides. Minimum hovering altitude is 10 feet with helicopter facing sideways to the flight crew and spectators, to ensure no hovering occurs where main or tail rotor blades are in line with humans in the axis of centripetal loading. 

### 7.1.22 Future Growth Autopilot Rockwell CollinsAthenaIntegratedFlight ControlSystemshallbeusedtoassisttheflight, including in non BVLOS fashion. Athena series leverage the patented Rockwell Collins design technologies to provide robust flight control algorithms applicable to a wide range of vehicles. This system Features GPS/INS navigation solution integrated with state-of-the art multi-input/multi-output flight control laws. It provides control modes that include airspeed, altitude, climb rate, angle of attack, sideslip, 3-D auto navigation and auto takeoff/landing. It uses highly reliable solidstate sensors, including accelerometers, rate gyros, magnetometer, air data pressure, AoA and sideslip sensors, along with a differential-ready, WAAS-enabled GPS receiver for a full INS/GPS navigation solution. Continuous built-in test capabilities are included. Autopilot performs three main functions. Sense and Avoid Capability Sense and Avoid shall be handles by the SAA (sense and avoid) mission computer, part ofAthena system, and a set of laser, radar, GNSS and radio based sensing mechanisms. Rockwell Collins TCAS and JPALS experience shall be utilized for precision approaches. As a further precaution the aircraft shall not be operated in areas where it can encounter full scale aircraft traffic
.

### 60 CHAPTER 7. SYSTEMS & 

### DESCRIPTIONS Simulating Lost Links Rockwell Collins is a leader in the integration of live aircraft in Live Virtual Constructive (LVC) training systems, and participates in NASA UTM effort. 6 LVC technology can be used to to simulate lost link procedures. LVC incorporates live, virtual, and constructive elements into a single trainingenvironment, bringingrealistic live training directlytotacticalairborne systems. By integrating lost link procedures and simulations with live assets, the realism ofUTM training can be radically enhanced without the inherent risk.
• Incorporates a sensor suite that provides a full attitude, navigation and air data solution for

use in vehicle flight-state measurement and control. • Has an onboard processor that runs the algorithms necessary to provide this data and fully

execute vehicle flight-control functions. • Equipped with a range of signal input/output capabilities that enable it to integrate with

aircraft systems.

6We have been selected by the Office ofNaval Researchto investigate flight safety requirements for such exercises
. 

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# HANDLING, SERVICE, & MAINTENANCE

8.1 Abstract A helicopter incorporates a number offatigue life-limited components which must be inspected at specified time intervals. This section outlines the Preventative Maintenance (PM) and Corrective Maintenance (CM) for Subscale Helicopters. There are two major enemies ofa subscale helicopter (machine) broadly classified as proximity incidents (PI), and natural depreciations (ND). PI includes any type of unintentional contact between the machine and foreign objects of any size, except clean air, especially when one is moving faster than the other. PI may occur during flight, ground transport, or hangar storage. ND includes all types of degradation for perishables ofthe machine, as well as fatigue due to stresses offlying. Like any delicate instrument, PM is the key to manage both PI and ND. PM involves taking simple systematic steps in care, and servicing, to maintain**th~** machine in safe airworthy condition. It involves systematic inspection, detection, and correction of incipient failures, to preserve and restore machine reliability by replacing worn components before they actually fail. Maintenance should be performed by qualified personnel. A pilot mayfunction as a mechanic whenthehelicopter is not available duetomaintenance, provided the pilot has all the qualifications and experience required to·act as a mechanic on a contract. Typical PM steps may be classified as in following sections. Without special training, technicians and mechanics are not qualified to perform the these inspections. Theseinspectionsmustbeperformed onlybyproperlyratedpersonnelwhohave successfully completed an approved maintenance course ofinstruction on the helicopter. 

## 8.2 Airworthiness Determination Thefinal responsibilityfor determining airworthinessoftherotary-wing aircraft rests withtheflight crew. In addition to completing a pre-flight check, the crew shall thoroughly review and satisfy himself/herselfthat the aircraft is in an airworthy condition. These responsibilities include but are not limited to ensuring:
• Compliance with all applicable service bulletins
. 

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### 62 CHAPTER 8. HANDLING, SERVICE, & MAINTENANCE

• Compliance that the planned flight or series offlights will not exceed the time remaining for

the time/date maintenance requirements.
• Compliance that all inspection due dates, hour or cycle limits have been carried forward and

are not past due.
• Compliancethat all maintenancediscrepancieshave beencorrected or deferred, record entries

completed and signed by a certified technician approving the rotary-wing aircraft for return to service.
• Compliance that the deferred items do not render the rotary-wing aircraft unsuitable for the

planned flight or series offlights.
• Compliance that all required equipment are on board and all documents are present withthe

crew. 

## 8.3 ELECTRICAL SYSTEMS 8.3.1 Radios Once before every flight day, range check all radio systems. To perform this, put all radios in reduced-power mode and verify all radios operate from 75 meter away line of sight of aircraft. Verify the GPS antenna is connected and secure. 

### 8.3.2 Sensors Once before every flight day, verify all sensors are connected and apertures are ,clean. 

### 8.3.3 Strapdown IMU Once before every flight day, verify the strapdown IMU mounts are secure and shock isolation mounts are operative. Verify there are no magnetic sources around this device. 

### 8.3.4 Pitot Tube Inspect pitot and static sources for obstructions such as dust particles, plants, or bugs. Never blow intothetubeseitherbymouthorcompressed air source. You will damagethesensitive instruments. 

### 8.3.5 Antennas Once before every flight day, range check all radio systems. To perform this, put all radios in reduced-power mode and verify all radios operate from 75 meters away at line ofsight ofaircraft. 

### 8.3.6 Batteries 

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• Min. discharge voltage

# =2.5V • Working voltage = 3.0 3.3 V • Max. charge voltage

## =3.65V • Volumetric energy density= 220 Wh/dm3 (790 kJ/dm3) • Gravimetric energy density 

### i 90 Wh/kg 

### (i 320 J/g) • 100% DOD cycle life, number ofcycles to 80% oforiginal capacity = 20007000 • 10% DOD cycle life, number ofcycles to 80% oforiginal capacity 

### i 10000 • Expect 71% capacity after 8000 cycles • Cathode composition: 90% C-LiFeP04, grade Phos-Dev-12, 5% Carbon EBN-10-10 (superior graphite), 5% PVDF • Cell configuration: carbon-coated aluminium current collector, 1.54 cm2 cathode • Electrolyte: Ethylene carbonate-Dimethyl carbonate (EC-DMC) 1-1 

### LiCl04 1M • Anode: Graphiteor Hard Carbonwith intercalated Metallic lithium • Charge: Up to C/1 rate up to 3.6 V, then constant voltage at 3.6 V until I i C/24 63

Once before every flight day, ensure that the cells are neither over charged nor discharged
. Thenload-test thebatteryusing an approved load-tester, ensuringthe voltage does not drop below 3.7 volts per cell. The batteries should be stored with a minimum of50% charge and during long storage, they should be stored in a place where they can stay room temperature. Batteries that are exposed to extreme cold and do freeze, will more than likely need to be replaced. Maintain a battery log that details the service date ofthe battery and charge cycles. A discharged battery (any cell below 3.7volts at anytime) is not airworthybecauseitwill nolonger hold charge, and thereby not have the reserve capacity to operate the electrical system should the charging system fail in flight.
Safe Battery Handling and Charging While lithiumbatterieshave been safelyusedinhelicopters for manyyears, lithiumbeing a volatile metal batteries can be dangerous ifmishandled. Always respect the the battery. Failure to read and follow the below instructions may result in fire, personal injury and damage to property.

• Batteries have two separate leads. The shorter lead withwhite JST connector is for charging

and balancing only. The second longer lead is for discharging by the helicopter. See figure 8.1. • Use extreme caution not to short the batteries. Ifa short occurs and contact is made with

metal (such as rings on your hand), severe injuries may occur due to the ring heating up (possibly to welding temperatures) due to conductibility of electric current. This also puts enormous stress on the battery and can result in structural failure ofthe battery, exposing

### 64 CHAPTER 8. HANDLING, SERVICE, & MAINTENANCE

Figure 8.1: The batteries use A123 lithium iron phosphate cells in 282P configuration. The 16 gauge red and black cables terminatingwithfemale Deans type connector are discharge cables, red is positive and black is negative. The 24 gauge JST connector is the balanceport, black is ground, blue is first cell pack (halfvoltage) and red is second.(full voltage). 

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• 8.4. MECHANICAL SYSTEMS 65 fire and caustic chemicals. Ifat any time battery is shorted, move away from it and observe for 15 minutes. If stable, place battery in a bucket of saltwater away from any combustible materials and leave overnight. Discard battery the next day following site specific recycling procedures. • Use specific Lithium Polymer charger only. Do not use a NiCd or NiMh charger or lead-acid

charger. Failure to do so may cause a fire. • Never charge batteries unattended. Charge in an isolated area, away from other flammable

materials on a concrete surface outside of buildings. Preferably place battery in a ceramic pot or ammunitionbox or a fireproofcontainer for added safety. Ifat any time you witness a battery startingtoballoonor swell up, discontinue charging process immediately. Disconnect the battery and observe it in a safe place for 15 minutes. Ifstable, place battery in a bucket of saltwater away from any combustible materials and leave overnight. Discard battery the next day following site specific battery recycling procedures. • Never storeor charge a batterypack inside a car. Batteryneeds tobe cooled during a charge.

Since extreme temperature buildup is possible in a closed car, this could cause fire. • Let the battery cool down to ambient temperature before charging. • Never charge batteries packs in series. Failure to do so may result in incorrect batteryrecognition by the charger, overcharging may occur and fire may be the result. • When selecting the cell count or voltage for charging purposes, select the cell count and

voltage as it appears onthebatterylabel. Selecting a cell count orvoltageotherthantheone printed on the label can cause fire. Confirm the informationprinted on the battery is correct by counting balance wires on JST connector. 

### Ann cell batteryhas 

### n

## + 1 balance wires. For example a 4-cell battery had 5 balance wires. • Store unused battery at room temperature in a fire-proof container. Such container should

be designed and constructedtolimit the internaltemperatureto not more than 325 

## ° F when subjected to a standardized 10-minute fire test when closed. Use at least No. 18 gage sheet metal and double walled with 1.5 inch air space. The door should be provided with a threepoint lock. Battery storage cabinets should be conspicuously labeled, "Lithium Batteries

- Keep Fire Away." Purpose designed fire-proof Kevlar battery containers and ammunition boxes are also good places to store batteries iflabeled properly. • Never puncture the battery. Puncture ofcells exposes lithium to air, and this may cause fire

since lithium can spontaneously combust when it contacts oxygen. • Batteries that lose 20% of their capacity must be removed from service and disposed of

properly. Voltage is never a good indicator of a battery's capacity. The proper method to determine capacity is to put the battery through a charge-discharge cycle and monitor total current flow. Most modern chargers have this function. 

## 8.4 MECHANICAL SYSTEMS 8.4.1 Fuselage Every 10 hours offlying, detachthe aerodynamic shell ofthemachine (ifone exists), cleanwith a glass cleaner to remove fuel and oil residue, and visuaJly inspect for defects. Ifthere is any sign ofcracks the component should be replaced
.

### 66 CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE 

### 8.4.2 Landing Gear Every 10 hours offlying, visually inspect landing gear for signs ofstress. It should not be bent and there should be no cracks. Ifthere is any sign ofbending or cracks the component should be replaced. 

### 8.4.3 Bearings Every 100 hours of flying, manually inspect the bearings by rotating them. They should turn smooth with no resistance or grinding. Bearings in the machine are sealed maintenance free, and designed to last a very long time. Typically between 1000 and 2000 flight hours. They should be replaced onlywhen they start developing slop or notches. Thetimeto replace bearings depends on the ABEC grade ofthe bearing; refer to bearing manual. 

### 8.4.4 Servomotors Once before every flight day, ensure that the servomechanisms are securely fastened and move freely. Cracks in servo arms can cause severe damage; replace immediately at slightest sign of defect. 

### 8.4.5 Blades Oncebeforeeveryflight day,inspectallrotorbladesfor defects. Thebladesshouldbeabsolutely perfect. 

### 8.4.6 Gear Boxes and Shafts Every 10 hours of flying, all moving metal to metal contacts that move should be lubricated using a lithium or Teflon based dry lubricant. All moving metal/acetal, or acetal/acetal contacts should be kept clean (and not lubricated). 

### 8.4.7 Clevises and Heirn Joints Every 10 hours offlying, inspect all clevises and Heimjoints are securely fastened to the servo horns and the ballcranks, swashplates, or other equipment they are moving. Heim·joints should not pop out oftheir socket except when deliberatelly pulled using ball-link pliers. That is, hand power should never be enough to dislocate them; otherwisethey are worn and need tobereplaced. Secure the clevises by slipping a small piece offuel tubing over the closed clevises. 

### 8.4.8 Tailboorn Once before every flight day, verify that the meshing between main rotor and tail rotor does not exceed 5 degrees of free play. Ifit does (or the rotors can spin independently) do not fly. Inspect the belts and gearboxes to identify the problem. Most problems can be prevented by maintainingpropermeshing andtension. Drive systems expand and contract withtemperature. 

### If thetemperatureis significantlydifferent thanitwas duringlastflight, adjusttensioners accordingly. Ifthe machine is to be is stored for a long period oftime, the drive tension of'the belt or the shaft should be released. 

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Figure 8.2: When inspecting landing gear (1) inspect hub for tightness and free rotation, oil if necessary (2) verify that the tires are not separating from the wheels (3) verify the tires have diamond threadpatternat least 0.025 inches deep (4) verify OLEO shock absorption functions and (5) verify the OLEO tube is not bent

### 68 CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE

Figure 8.3: Verify servo free movement by rotating the servo. Ensure there is no binding, and gearbox does not make grinding sounds.

Figure 8.4: Lubricate points indicated with dry lubricant. 

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### 69 

### 8.4.9 Drive Belts Ifequipped, drive beltsmust have the proper slack prior to engine start. Belts which are too loose may jump out of their sheave grooves. With clutch disengaged, press in on belts with fingers. Verify belts deflect approximately 1/4 inches. Ifbelts are significantly looser than this, have them adjusted prior to engine start. After engine start, engage clutch and verify tail rotor turns within 5 seconds. Ifrotor does not turn within 5 seconds, shut down and have pulleys adjusted prior to flight. Newly replaced drive belts may be tight and cause the rotor to turn during engine start. This places unnecessary strain on the starter and drive system. Ifnecessary, stretch new belts. 

### 8.4.10 Cleaning To clean the helicopter exteriors use mild dish soap and water. Avoid harsh abrasives, alkaline soaps, solvents, or detergents. Avoid gasoline, benzene, carbon tetrachloride, thinner, acetone, or window (glass) cleaners. Rinse away loose dirt with a soft brush before cleaning solution is applied witha soft cloth. To remove stubbornoil and grease, use a clothdampenedwithaliphaticnaphtha, denatured alcohol, or isopropyl alcohol. Automotivewax maybeused topreserve painted surfaces. Never use high-pressure spray to clean helicopter. Never blow compressed air into main or tail rotor blades, or any other part ofthe aircraft. Avoid use ofcleaning solutions near any sensor. Tapeoffsensor housings ifnecessary using painters tape. 

## 8.5 PROPULSION SYSTEMS 8.5.1 Break-in Procedures Every time a new engine is installed, or the engine has been overhauled that includes replacement of piston, piston ring, and cylinder head, a break-in procedure is required. This ensures proper seating of piston and cylinder, as in newly machined form they will be rough, thereby not seal properly. This necessitates different running procedure until these surfaces properly mate each other. Break-in procedure is important

- do not take shortcuts with it; the helicopter nay not perform at full potential if the engine is not broken in properly, and this situation cannot be repaired without a new engine. Prepare2gallons of87 octaneethanolfree gasoline. Gasoline should be fresh andfree ofstabilizers or other additives. Mix 12 ounces of Pennzoil 100 

### % synthetic marine outboard oil to the two gallons ofgas (20-1 ratio). It is preferable to perform this operation on a cooler day with gentle headwinds. Fly the aircraft, slowly, with a rich carburetor needle setting, and no payload, into the headwind, until 2 gallons ofgasoline is spent. Keep fuel for landing, do not spend all fuel in the air. Perform gentle maneuvers, always keeping the engine in plenty of airflow. Do not perform sudden climbouts. Never allow the engine to get hot during this procedure. Ifthere is excessive smoke this indicates an overheating condition, cool the engine immediately. During break-in procedure the engine has a higher-than-normal chance ofquitting if it encounters a less dense air pocket. This is due to the fact you have richened the mixture and added more oil, meaning oxygen requirements have changed and became more sensitive. Be prepared to enter autorotation at any time•

### 70 CHAPTER 8. HANDLING, SERVICE, & MAINTENANCE After break-in is complete, engine can be used as normal (25-1 fuel-oil ratio). 

### 8.5.2 Fuel Tank Every 100 hours of flying, drain all the fuel in the tank, disassemble it, and replace all fuel lines. Secure all fuel lines tofuel nipples using twist wires. Make sure that the fuel lines are secure, fuel system is leak-proof, and that the clunk can swing freely. Verify the fuel tank seals have not hardened. Ifhardened, replace them. 

### 8.5.3 Clutch Every 100hours offlying, inspecttheclutchfor linerspacingbypushingabusinesscardbetween the clutch and the liner. The card shouldbe a snug fit. It it falls offthe liner needs tobe replaced. 

### 8.5.4 Fuel Once before every flight day, ensure there is fresh, clean fuel in the tank. A Jeppesen Fuel Tester may be used for this procedure. Stale fuel, dirt and debris are the most common cause of startingproblems. Iftheaircraft is tobe storedwithuntreatedfuel inthetank, itcanleadtoengine damage. It is best to store the aircraft in drained condition at all times, even ifit meansto discard unusedfuel. Iftheaircraft shouldabsolutelybe storedwithfuel initmixfuel stabilizerintothefuel. Whenrefueling, use 87octane, ethanol-free fuel. Make sureto mixPennzoil100% synthetic OutboardMarine Engine oil, 5 oz ofoil to a gallon ofgasoline (25-1). Operating engine with pure gasoline will lead to overheating and seizure ofengine. 

### 8.5.5 Fuel Filters and Tubes Every 100 hours of flying, inspect all fuel lines and filters. The lines should be clear yellow, and soft, and smooth, and flexible. Ifthe lines feel stiff, sticky to the touch, hard to bend, or have cloudy appearance replace them with TYGONyellow tube ofsame diameter. Inspect fuel filter for debris. If found, flush clean with denatured alcohol. Fuel filter should not offer any restriction of fuel flow. Ifthere is restriction, replace the filter. When replacing fuel lines, secure all lines no nipples using twist-wire, as shown in figure 8.5. 

### 8.5.6 Carburetion and Ignition Every 25 hours offlying, remove andcleanthecarburetorusinga commercialcarburetorcleaner. Remove and wash the air filter using warm water and dish soap. Oil the filter using a commercial air-filter oil. Iffilter looks damaged, drain, cut filter open and then discard it. Replace with new filter. When replacing the spark plugs, check that the spark plug gap is set properly (see below). Problems with ignition system can also prevent a spark; these are faulty spark plug leads, shorted kill switches, or flywheel key damage. To test for these problems remove the spark plugs, but leave them connected to the ignition system. Ground the plug to the engine. Spin the engine withnofuel init andverifyall sparkplugsproduce a spark. Becarefulnottotouchtheplugduring this procedure to prevent a very painful shock. · 

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Figure 8.5: Secure all fuel lines usingtwist wire. A power tool may make this procedure faster, but be careful not to damage the fuel line by over tightening
.

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### CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE

Figure 8.6: Spark plug engine health diagnosis chart. Onlyuse NGK CM-6 spark plugs1

. Always replace both plugs together. Plug gap is .018" to .020" (.38 to .50 mm). Never operatetheignitions without a sparkplugintheplugcaps as this can permanently damage the ignition coils. Use the spark plug chart in figure 8.6 to determine spark plug health and correctness ofengine settings. 

### 8.5.7 Compression System Every 100 hours of flying, check engine compression using a leak down tester. Air-fuel compression is crucial to the engine. The compression system is made up ofvalves, piston, cylinders and rings that control how fuel vapors move through the engine. Valves let air in and out, pistons pushthe air-fuel mixtureto the ignition system, andpistonrings keep the system sealed. Ifany of these systems produce a leak they should be replaced. Verify valve clearance according to engine manual. Valves that stick or have leaks can cause an engine to stop running. 

### 8.5.8 Power Lubricants Every 25 hours of flying, change oil in the engine if four cycle engine is used. For two cycle engines, oil is pre-mixed withthefuel and crankcase scavenged tolubricate the engine. Simply add a few drops of oil through the spark plug hole and spin the engine once. Never add oil to the fuel for a four cycle engine! A properly oiled engine does not produce smoke. 

### lf the engine emitting white or blue smoke while running this means engine is burning oil. Black smoke means carburetor adjustment is required. 10ther plugs may screw in, but not fit the plug caps firmly. 

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### 8.5.9 Cooling System It is critical that all cylinders oftheengine get an equal amount ofair flow, directed intothe upper area ofthe cylinders then down through the cylinders and out the bottom area ofthe helicopter. Verify an outlet opening approximately**2~**x larger than the intake for the hot air to escape. Air must flow through the cylinder fins, notjust inside the cowl, to properly cool the engine. Do not let the airtake theeasyway out; clear all obstructions and make it go throughthe fins. Depending on the location ofthe exhaust system, and cowl airflow, the carburetor may need some air cooling also. A hot carburetor canbehave erratic in flight or make the motor hardtorestart. Placing heat shielding material between the exhaust and carburetor can help. Verify this shield is in place
.

### 74 CHAPTER 8. HANDLING, SERVICE, & MAINTENANCE 

## 8.6 ENGINE TROUBLESHOOTING FLOWCHARTS

Figure 8.7: Engine drawings.

--- Seizure, intrusion ofaforeign substance Disassemble and repair The fuel has not been fed to the carburetor -- Disassemble an cean -[Clogging insidethe · d 1 

# l carburetor

# C!o~glng ofthe fuel --Clean p1p1ng carburetor (normally7kg/em' sparkplug The fuel has been fed to the

# 1 No compression 

# L Loosened - Tightenfurther 99.5 psi or more) Abrasion ordamageof -Replace

The STOP switch has ---TurnON been turned OFF Wiring is disconnected Repair The sparkplug is defective -- Replace The ignition module is defective-Replace The airgap istoo large Adjust The sparkplug gap istoo large -Adjust Com ression adequate the cylinder, piston, or piston ring
Wet plug
_ Remove the spar.k plug and dry 1t The carburetor has not been properly - Readjust adjusted**Th~**fuel is not
___ Replace suitable Figure 8.8: 

### Flowchart-A: troubleshoot starting problems. 

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### 75

or IS abnormallyheavy litsuddenlystops**ILTh~**crankshaft does not rotate Seea)
rotates Wiring disconnection Repair The crankshaft lTheplug cap has come off --- Put back Sparkplug bridge Use astandard plug Use clean fuel The STOP switch has Turn ON been turned off Itslows down and stops Out offuel --- Refuel Notoutoffuel

# --rThe fuel is not fed to the carburetor -Seea) 

### L Water is mixed in the fuel Replace Figure 8.9: Flowchart-B: troubleshoot selfstoppingproblems. 

# EThe carburetor has not beeen properlyadjusted Readjust**~-------1-i-----** Airsuction from acarburetorjointor oil seal Repair 

# l Abrasion ofthe piston ring Replace The fuel is not suitable Replace Overheating --fcloggingofthe mufflerorexhaust port due to carbon -- Clean The spark plug heat range is not proper Replace Figure 8.10: Flowchart-C: troubleshoot reduced power output problems
.

--- Seizure, intrusion ofaforeign substance Disassembleand repair The fuel has not beenfed to the carburetor -- Disassemble and clean -[Clogging insidethe
. 

# l carburetor
. C!oggtng ofthefuel
__Clean ptplng carburetor (normally 7kg/em' sparkplug The fuel has been fed to the

# 1 No compression 

# L Loosened - Tightenfurther 99.5 psi or more) Abrasion ordamage of -Replace

The STOP switch has
___Turn ON been turned OFF Wiring Is disconnected Repair The sparkplug is defective -- Replace The ignition module is defective-Replace The airgap istoo large Adjust The sparkplug gap Istoo large -Adjust Compression adequate the cylinder, piston, or piston ring Thesparkplug does spark Wet plug
_ Remove the**spar~** plug and dry 11 The carburetor has not been properly - Readjust adjusted**Th~**fuel is not
___ Replace swtable Figure 8.11: Flowchart-D: troubleshoot stopping problems. 

## 8.7 Carburetor Settings (Engine Tuning) Refer to the diagram in figure 8.12 for this section. The carburetor is the most important part of reliable engine operations. It works on Bernoulli's principle; fast moving air has lower static

### 76 

### CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE pressure (and higher dynamic pressure). The throttle controls airflow (and not flow ofliquid fuel) bymeans ofa throttlevalve. Engine uses a a sidedraft carburetor, populartype for automotive use in compact cars. Themain disadvantage ofbasinga carburetor'soperation on Bernoulli's Principle is that, being a fluid dynamic device, the pressure reduction in a Venturi tends to be proportional tothe squareoftheintake air speed. Thefueljetsare muchsmaller and limitedmainlybyviscosity, so that the fuel flow tends to be proportional to the pressure difference. There are adjustments on the carburetor to correct this. This adjustment, the mixture adjustment, is the most important engine adjustment since it also controls engine lubrication by drawing oil droplets from fuel. Engine performance is directly linked tothe fuel mixture. Richening the fuel mixture increases the amount offuel in the air/fuel mixture ratio and leaning the fuel mixture decreases the amount of fuel in the air/fuel mixtureratio. Slightlylean fuel mixtures deliver stronger, more efficient combustion and more power, but with less lubrication. Slightly rich fuel mixtures deliver cooler running and more lubrication but with slightly less power. Tuning the engine means finding the perfect balance between the two; excellent power while maintaining good lubrication for long engine life. The optimal fuel mixture settingis rich toprovide a safety margin against having a lean condition ifsome variable changes (such as thetemperaturefrom one day tothenext). Use thetable infigure 8.13 for readjustments. When readjusting the carburetor, make 1/16 turn changes at a time and test-fly each time. The needle is extremely sensitive. General fuel mixture settings are measured by the number of turns the needles are turned out from fully closed. The fuel mixture settings on a new carburetor have been pre-set from the factory to typical break-in settings. Do not readjust carburetor from the factory settings until after theengine is startedandrunning, andbroken in. For properbreak-inproceduresread section 8.5.1. 

## 8.8 Transportation ofAircraft Transportation ofthe rotary-wing aircraft while not under its own power is subject to the instructions outlined in this section. 

### 8.8.1 Towing Procedures Aircraft shall betowed to and from testranges secured inside its own designated trailer, or suitable ground vehicle. Instructions for preparing the rotary-wing aircraft for a tow, both before and after flight, are outlined in this section. These are intended for 4-blade rotor head. For fewer blades, remove them in the order such that head does not stay unbalanced. Preparing for Tow 1. Drain all fuel from rotary-wing aircraft. 2. Secure trailer by applying all applicable brakes and supports. Open and secure all trailer doors. ·3. Apply rotor brake, or otherwise prevent rotors from turning freely from two opposing blade grips. 

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# AIR Basic Carburetor (Cross Section)

FloatArm**Hlgh~Speed**PowerLoss Overheating

LEAN DANGER! Cuftfng-out:stamngforHlgh-8peed PerlotmanCB 

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Oplimum

# =t

Optimum forCflmbfng &LowSpeed Operation SAFERANGE 

# _j

RICH Sluggish Performance

Bresk·ln Settings Figure 8.12: The basic carburetor. Special design features are needed to prevent fuel starvation which are not shown here. Fuel MixtureAdjustmentChart

Ifthe••• is
.. thentheairdensityis
... 

### Slightly**m~re**dense Sfightlyless de.f'lse Moredense 

# ·Moredense**Le~sdense.** Moredense Less dense

Figure 8.13: FUel mixture table
. adjust (correct)the fuel mixtureto be
... Slightlyricher Slightlyleaner Leaner Richer Richer Leaner Richer Leaner Richer Leaner78 CHAPTER 8. HANDLING, SERVICE, & MAINTENANCE

Figure 8.14: Main rotor blade installation and removal procedures. Do not allow any lubricants contaminate blade roots. 4. Remove rotor blade 1. Secure blade in the blade tote. Replace blade bolt(s) and locknut(s) back into the rotor blade grip 1 and hand tighten until snug. Mark rotor blade to the grip you removed it from. It is essential to installit to the same grip. 5. Remove rotor blade 3. Secure blade in the blade tote. Replace blade bolt(s) and locknut(s) back into the rotor blade grip 3 and hand tighten until snug. Mark rotor blade to the grip you removed it from. It is essential to install it to the same grip. 6. Remove rotor blade 2. Secure blade in the blade tote. Replace blade bolt(s) and locknut(s) back into the rotor blade grip 2 and hand tighten until snug. Mark rotor blade to the grip you removed it from. It is essential to install it to the same grip. 7. Remove rotor blade 4. Secure blade in the blade tote. Replace blade bolt(s) and locknut(s) back into the rotor blade grip 4 and hand tighten until snug. Mark rotor blade to the grip you removed it from. It is essential to install it to the same grip. 8. Place blades inside the blade tote and secure withprotective foam, lock and stow the tote in the trailer. 9. Loosen and fold tail rotor blades while keeping their pitch as flat as possible. Rotate the tail rotor such that blade tips face towards the rotary-wing aircraft. Secure rotor assembly to tailcone using velcro straps. 10. Loosen tailcone locknuts and support bolts. Remove tailcone from rotary-wing aircraft and load it into the trailer, securing in tothe designated mount point using cargo straps or belts. 11. Team-Lift the rotary-wing aircraft and secure into the trailer using ratcheting tow straps. 12. Check areafor anyground supportequipment left behind. Lockthetrailer, connect tovehicle and tow away. · 

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• 8.8. TRANSPORTATION OFAIRCRAFT 79 Deployment after Tow 1. Secure trailer by applying all applicable brakes and supports. 2. Remove blade-tote from trailer. 3. Team lift the rotary-wing aircraft and place on firm, level ground. 4. Mount the tailcone. 5. Install blades in 1, 3, 2 and 4 order ensuring they are matched to their numbered or color coded respective grip. Tighten each grip until the blade is so snug it does not fold under its own weight, but no more. It is essential to install it to the same grip. Blades are balanced in a particular arrangement. Breaking this arrangement can lead to dangerous levels ofvibration. 

### 8.8.2 Storage Whennot in use, and not under maintenance, therotary-wing aircraft shall be stored in itsrespective mobile trailer, where said trailer shall be parked in a secure location with surveillance. The control stationrequired to operatethe aircraft shall be stored elsewhere, in another secure location with surveillance. 

### 8.8.3 

### Ground Handling Thehelicoptermaybemaneuveredonthegroundusingthelandinggear as groundhandlingwheels
. Move the helicopter by holding the tail rotor gearbox and aft tailcone section. Push gently, while lifting the nose a bit, Do not move helicopter by gripping vertical fins, outboardpart ofhorizontal stabilizer, tail rotor, tail skid, or tail rotor controls. Do not lift the helicopter manually off the ground. It is fragile, and too heavy to be safely lifted by one person.

### 80 CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE

Figure 8.15: Folding procedure ofthe blades is shown. Extend blades in opposite order. When extended, torque the blade boltsjust tight enough they do not collapse under their own weight in orientations when rotorshaft is horizontal. 

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• 8.8. TRANSPORTATION 

### OFAIRCRAFT 81

Figure 8.16: Only use approved vehicles to tow the SUAS trailer. The company van 3023 is the authorized towing vehicle, as well as the mobile control station. Van 3023 is equipped with the ground control systems necessary to operate the SUAS. Observe proper towing safety procedures when using the trailer totransport the aircraft: 

### LOAD, SECURE, LOCK, COUPLE, TOW

### 82 CHAPTER 8. HANDLING, SERVICE, & 

### MAINTENANCE 

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• Chapter 9 

# SUPPLEMENTS

83

### 84

•GIRC:Uif3.AC OU1IJ!'t2D AIIPI120VOLTPRGMMNDATQROR 10AMP SHORI U
.. HOUUNR. OHWAU. IXTifUOAwmt Atn'OMATICTRANiftR aWITCit laSPOtmGNIIANAHA JACKI20_._114VOLTPROM**~** 12VOLT IIATRRIIIWIRIID INAIIUUD.IM.TflllttH AReClf.Ul8DPROMTHB IHNUATORTti1IOUBHA 

# ............. CIRCUITa. AC OU'I'LIBT20AMP 1120YOLTIPRQMUNIIIL\TOROR iOU:UHLONWALL
•CIRCUITt.ACOV1'LI!1'ZOAMP/120VOLT PROM GaDA TOROR KOU UN._ONWALL 1DC:oun.D18MillI12VOLTPROM CHAUIIJIA'ITIUIY ONWALL diXfiiiUDIIoPI OUILIT ZOAMP NOllGeNUA TORORIHOIU! UNI! 

### CHAPTER 9. SUPPLEMENTS

Ullt.IITU.Y.UONGUC«Of"LM 

# ..... AU.IJIMBNaRIHS AI'PJIOX.

Figure 9.1: Van 3023 floor plan. 

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Figure 9.2: Securityperimeter signs, print at least 12x12 inches andlaminate. Displayone signper 200 feet apart.

### 86 CHAPTER 9. SUPPLEMENTS 

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Figure 9.3: Print at least 12x12 inches and laminate. Distribute to all personnel.

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Figure 9.4: Print at least 12xl2 inches and laminate, attachto aircraft trailer.

### 88

MAIN &TAILROTOR: Jesus bolls;.linkages, servos OK, freedom

### of rotation, meshing

MANifOLDS· &FILllRS: conditi6n, cleanliness ChargeTKbatteries,v<>rifvTK. programming,

Verifyairfilteris installed. 

### Inspectlandinggear

### forsigns ofstress.

lnsf)eCtclunks. 

### CHAPTER 9. SUPPLEMENTS

Replaceairf!Her. ReplaceS.rvoarms.

Service muffler. Replaceall,clevises.

Figure 9.5: Suggested Maintenance Schedule Chart. Numbers above chart indicate frequency of maintenance, numbers below the chart indicate expected hour-cost ofmaintenance. Keep withthe aircraft. 

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