MLB

Bat Version 3

User Manual

WARRANTY

The MLB Company guarantees this uncrewed aerial vehicle (UAV) to be free from defects in both material 

and workmanship at the date of purchase. The warranty does not cover any component parts damaged by use 

or modification. In no case shall MLB’s liability exceed the purchase cost of this system. Further, MLB 

reserves the right to change or modify this warranty without notice.

In that MLB has no control over the final assembly or material used for final assembly, no liability shall be 

assumed or accepted for any damage resulting from the use by the user of the final user-assembled product. By 

the act of operating the user-assembled product, the user accepts all resulting liability.

If the buyer is not prepared to accept the liability associated with the use of this product, the buyer is advised 

to return this system immediately in new and unused condition to MLB.
TABLE OF CONTENTS

INTRODUCTION ......................................................................................................................1

SYSTEM COMPONENTS.........................................................................................................2

SYSTEM OVERVIEW...............................................................................................................3

HARDWARE IN-DEPTH PROCEDURES ................................................................................4

Fuselage..................................................................................................................................4

1) Nose Assembly............................................................................................................4

2) Airspeed Probe ............................................................................................................5

3) Power Switch ..............................................................................................................6

4) Serial Port....................................................................................................................6

5) Access Hatch...............................................................................................................6

Tail Section.............................................................................................................................7

1) Tail Surfaces Removal & Attachment..........................................................................7

2) Tail Boom Removal & Attachment..............................................................................8

3) Tail Inspection.............................................................................................................9

Wings .....................................................................................................................................9

1) To Attach Wings .........................................................................................................9

2) To Detach Wings.......................................................................................................10

3) Wing inspection.........................................................................................................10

Propulsion.............................................................................................................................11

1) Propeller....................................................................................................................11

2) Fuel System...............................................................................................................11

3) Engine .......................................................................................................................12

Tuning ......................................................................................................................................13

Flight Computer....................................................................................................................14

1) Aircraft Control.........................................................................................................14

2) Data Link ..................................................................................................................14

3) R/C Receiver.............................................................................................................14

4) GPS...........................................................................................................................15

Video System........................................................................................................................15

1) Video Cameras & Transmitter ...................................................................................15

2) Tracking Antenna ......................................................................................................15

3) Video Receiver..........................................................................................................18

4) Video Deck ...............................................................................................................19

5) USB Video Adapter...................................................................................................19

Data Modem .........................................................................................................................20

Radio Control Transmitter.....................................................................................................20

Payload .................................................................................................................................21

Batteries & Power Regulator.................................................................................................23

1) Aircraft......................................................................................................................23

2) Ground Station ..........................................................................................................24

Declination Corrections.........................................................................................................25

SOFTWARE IN-DEPTH PROCEDURES................................................................................26

Overview ..............................................................................................................................26

1) Description of aircraft state information.....................................................................27

2) Description of map display........................................................................................28
Getting Started......................................................................................................................28

Adding & Calibrating Maps..................................................................................................28

1) To Add and Calibrate a Map......................................................................................29

2) To Recalibrate a Map ................................................................................................29

3) To Remove A Map From the Database ......................................................................30

4) To Display a Different Map.......................................................................................30

Creating a Flight Plan............................................................................................................30

1) Map...........................................................................................................................31

2) Adding Waypoints.....................................................................................................31

3) Return To Home Mode..............................................................................................32

Editing Waypoints ................................................................................................................33

1) Waypoint Action .......................................................................................................33

2) Camera Action ..........................................................................................................34

3) Altitude .....................................................................................................................35

4) Airspeed ....................................................................................................................35

5) Waypoint Location....................................................................................................35

Using and Editing Existing Flight Plans................................................................................36

Image Mosaic Flight Plan......................................................................................................37

Initializing the Aircraft..........................................................................................................38

Re-tasking Aircraft................................................................................................................41

Reviewing the Aircraft’s Course ...........................................................................................42

Shut down Aircraft................................................................................................................42

Saving and Loading Flight Data............................................................................................43

Flight data format..................................................................................................................43

Flight Plan Format ................................................................................................................44

Configuration file format.......................................................................................................45

Autonomous takeoff procedures............................................................................................46

Autonomous landing procedures...........................................................................................46

Voice Error Messages ...........................................................................................................47

Tutorial 1 (Creating a flight plan)..........................................................................................47

1) Getting started...........................................................................................................47

2) Add a Map.................................................................................................................47

3) Create a Flight Plan ...................................................................................................47

OPERATING INSTRUCTIONS...............................................................................................50

Advanced Preparation...........................................................................................................50

Flight Operations ..................................................................................................................50

1) Airplane Setup...........................................................................................................51

2) Ground Station ..........................................................................................................51

3) Takeoff......................................................................................................................52

4) Landing .....................................................................................................................54

5) Post-flight Operations................................................................................................54

SPECIFICATIONS...................................................................................................................55

CHECK LISTS.........................................................................................................................56

Advanced Preparation...........................................................................................................56

Flight Operations ..................................................................................................................57

FLIGHT TRAINING................................................................................................................59
Ground Station Operator.......................................................................................................60

Aircraft & R/C Operator .......................................................................................................61

Catapult Operator..................................................................................................................63
INTRODUCTION

The MLB Bat UAV is a low cost aerial sensor platform that is convenient to deploy and operate. 

It can be launched by hand or with a catapult, and the groundstation provides an intuitive 

interface for defining a flight plan or airborne re-tasking with a series of waypoints. In flight, the 

aircraft transmits telemetry and video to the ground station allowing a single operator to monitor 

the flight and identify points of interest. A stabilized, 3-axis, geo-referenced camera provides 

real time video surveillance, which is also recorded on the ground station for post-flight analysis. 

While the aircraft is capable of fully autonomous launch and recovery, a competent radio control 

pilot is essential for safe operations. 

While every effort has been made to ensure safe and reliable operation, there are potential 

dangers associated with operating the Bat UAV. On the ground, the propeller and catapult can 

cause injury to operators, and loss of control while flying can lead to injury and damage to 

persons and property. Bystanders should be kept well clear of the airplane while it is running. 

Use the system with due care! 

A statistical survey of current UAV operations has shown that they have a significantly greater 

chance of crashing than manned aircraft. MLB has attempted to make the Bat as reliable and 

easy to operate as possible, but it is the operator’s responsibility to operate the system properly. 

Exercising caution, using sound judgment, and adhering to the procedures outlined in this 

manual will give the best chance of extending the life of the Bat.
2

SYSTEM COMPONENTS{ TC \l1 "}

Bat Version 3 aircraft

The groundstation components are stowed in the black Pelican case, and consist of the following 

items:

Laptop computer

Video deck (Digital 8 format)

Video receiver

Video to USB device with cabling 

Video Antenna 

Tracking antenna system with tripod 

Modem 

Radio control transmitter 

Power cables for video receiver and modem

Serial cable for modem

Data/Power cable for tracking antenna with serial/USB adapter

Coaxial video cable 

12V Battery

A field box contains components to assist with fueling the aircraft and starting the engine. Items 

include:

Electric starter

Fuel pump

Fuel container 
3

SYSTEM OVERVIEW

The drawing in Figure 1Figure 1gives a basic overview of the system’s communication structure. 

1) The Bat UAV, with a self-contained flight 

computer capable of flying aircraft with only 

a GPS signal

2) 72 MHz R/C transmitter used for manual 

modes only; can be disabled with 900 MHz 

data system

3) 900 MHz 2-way modem for flight data 

and in-flight re-tasking; 10 km range with 

omnidirectional antenna

4) PC laptop computer with flight data, 

moving map display of UAV, and graphic 

user interface for mission planning and 

updating

5) 2.4 GHz real-time video downlink; 10 km 

range with 12 dBi directional antenna

Figure 1. System diagram

R/C PCM 

 8-Channel Uplink 

72 MHZ

Video 

Receiver

Real-time 

Video

MLB

Ground

Station

Wireless 

Modem

900 MHz

Flight 

Planning

Real-time Data

GPS

5)

3)

1)

2)

4)
4

HARDWARE IN-DEPTH PROCEDURES 

This section provides detailed information on how to perform specific tasks related to the Bat 

UAV hardware. Detailed procedures for using the MLB Groundstation software are provided in 

the next section. These sections are not a set of operating instructions. A specific set of 

sequential procedures for operating the Bat is provided in the OPERATING INSTRUCTIONS 

section.

Fuselage

This subsection contains information on the nose assembly, airspeed probe, flight computer, 

power switch, serial port, and access hatch. The lightweight airframe is rigid and very durable 

due to its fiberglass, carbon fiber, and Kevlar composite construction. Fuselage repairs or 

modifications should be done by MLB.

1) Nose Assembly

The nose assembly is a removable pod that can be changed to meet a variety of payload needs. 

Figure 2Figure 2 shows the nose with a gimbaled, 3-axis turret that contains wide and narrow 

angle color video cameras. An infrared camera can also be included with the video cameras. 

Alternatively, the nose assembly can carry a fixed video camera and a special agricultural 

imaging system. Along with the cameras, the video transmitter and its antenna are part of the 

nose assembly. Other custom payloads can be integrated into the nose.

To inspect the turret for proper operation, apply a gentle torque by hand to slowly rotate the 

turret ball. Check freedom and range of motion about all axes. There should be small, even 

resistance from the servos, but no binding or blockage. If movement is restricted, do not attempt 

to force it; rather, find the cause of the problem before proceeding. As with any servo-actuated 

surface, care must be taken when moving. Moving a servo by hand is OK if done slowly and the 

servo does not bind, but rapid movement of the servo’s output shaft or use of excessive force can 

damage the internal gears. Inspection of the turret for proper operation must be conducted prior 

to turning on the aircraft. Once the system has been turned on and initialized, the servos cannot 

be moved. 

Prior to each flight: 

• Check that the nose assembly is securely 

mounted to the fuselage.

• Check the turret for proper function. 

o A visual inspection and movement 

over a small range of motion should 

suffice in most cases.

o A full check of the turret’s range of 

motion only needs to be conducted if 

there is a possibility it was damaged 

on a prior flight or in transport.

• Check that all camera lenses are clean.

Figure 2. Nose assembly and airspeed probe
5

2) Airspeed Probe

The airspeed probe is mounted just aft of the nose cone on the left side of the fuselage and 

extends forward to the front of the nose. To obtain proper airspeed readings the probe needs to 

be clear of obstruction and properly fitted to the mount, as depicted in Figure 2Figure 2. Any 

blockage in the probe can have serious consequences for autonomous flight. 

Blockage can cause an erroneous measurement of the airspeed. In almost all cases, the airspeed 

will read much lower than the true airspeed and the aircraft will dive into the ground trying to 

increase the airspeed reading. In normal autonomous flight, the flight computer will compensate 

for a low airspeed by pitching the nose down and then increasing the throttle to compensate for 

the loss of altitude. If corrective action is not taken immediately, the aircraft will quickly enter a 

full-power dive, with disastrous consequences 

In an autonomous launch, this would occur a couple seconds after launch. In a manual launch, 

the aircraft would begin to dive when the R/C transmitter is set to autonomous mode. To avoid 

crashing in either case, revert to manual mode immediately and land the plane. 

• Mount the airspeed probe by sliding it into its mounting bracket. 

o The shorter portion of the airspeed probe slides into the mounting bracket. 

o Ensure that about half of the small rubber tubing slides over the larger tube of the 

mounting bracket.

ALWAYS check that the airspeed probe is clear before flying.

• Inspection with probe mounted on aircraft

o Look into the probe and check that the rubber tubing at the back of the probe is visible.

• Inspection with probe removed from aircraft

o Remove the probe by pulling it forward while holding the mounting bracket. The front 

portion of the tube will slide out where it is attached with the small piece of rubber 

tubing.

o Look through the probe to ensure it is clear.

If blockage is evident:

• Remove the probe from its mount, clear any debris, and remount the probe. 

• Check that the airspeed system is working properly.

o Turn on the aircraft and execute the start-up procedure.

o When the aircraft is ready for launch, gently blow into the airspeed probe and check that 

the airspeed increases on the groundstation display.

Tip: On the ground station, select “Airspeed” on the plot display drop-down box. A 

history of the airspeed will then be displayed, so the changes over time can be seen.

o If the test does not show an increased airspeed on the ground station, there may be 

additional blockage, or the airspeed sensor may have been damaged at the time the probe 

was plugged.
6

A mose comprehensive ground test of the airspeed measuring system is also feasible:

• Turn on the flight computer, load a flight plan, select manual launch and complete the 

Prepare for Launch sequence (up to but not including engine start).

• Turn on the R/C transmitter, switch to autonomous mode, and gently blow into the airspeed 

probe. 

• If everything is working properly, the elevators should deflect upward and a moderate 

airspeed should be displayed on the ground station.

• Immediately switch back to manual mode. If continuing with the launch sequence, be sure 

that the transmitter is set back to manual mode. 

3) Power Switch

The power switch, shown in Figure 3Figure 

3, is located behind the nose assembly on 

the left side of the fuselage. It activates the 

flight computer, video system, data modem, 

and ignition system. 

• For Power On, the switch is toward the 

back of the plane (direction of the launch 

g forces and airstream). 

• For Power Off, the switch is forward.

• The locking safety latch is rotated into 

position to ensure the power switch 

cannot be accidentally turned on. 

Figure 3. Power switch and serial port

4) Serial Port

The serial port, located on the left side of the fuselage next to the power switch, can be used for 

two-way communicatioo between the aircraft and the ground station without the 900 MHz RF 

modems. 

• When the serial cable is connected to the aircraft, the other end should be connected directly 

to the groundstation laptop computer’s serial port. 

• The groundstation-aircraft data link will function exactly as it does with the wireless modems 

when using a serial cable connection. 

5) Access Hatch

The access hatch is located on the top of the fuselage. The hatch provides access to the battery 

lead for recharging and a view of the fuel tank to inspect its level. This is also how the flight 

computer and associated electronics are accessed. However, except for battery charging and fuel 

level inspection, this area should only be accessed by MLB 

To Open Hatch:

• Remove screw at rear of hatch (shown in Figure 4Figure 4).

• Raise the back of the hatch while sliding it back until tab at front end is free (Figure 5Figure 

5). 

To Close Hatch:

• Hold back end of hatch slightly elevated and slide tab under opening at front of hatch.

• Lower back end of hatch so that the screw hole aligns with the fixed nut.
2

• Insert screw snugly, but do not over tighten and strip screw. 

Figure 4. Access hatch screw Figure 5. Access hatch open 

Tail Section 

The Bat’s tail is a composite structure with aluminum booms connecting it to the fuselage. The 

inverted V tail configuration combines the horizontal stabilizer and elevator functions with the 

vertical stabilizer and rudder. As an elevator, the control surfaces move synchronously, both 

moving up or down together. As a rudder, the control surfaces move asynchronously. Right 

rudder command causes the left tail surface to move down and the right surface to move up. The 

tail section, with or without the booms, can be removed for shipping. This takes a few minutes 

and requires tools, so the tail is not normally removed for day to day operations 

1) Tail Surfaces Removal & Attachment

• Detach the R/C antenna (long thin wire) 

from the tail surface.

• Unscrew and remove the bolts that are 

located along the tail booms near the tail 

surface (see Figure 6Figure 6).

• Disconnect the servo leads along the tail 

booms.

• Pulling evenly on both booms, slide the 

rear section of the booms out of the 

forward sections. Be sure that both side 

move equally to keep the slide joints from 

binding.

• To keep from losing any hardware, insert 

the bolts back into their holes and loosely 

attach the nuts.

Figure 6. Tail boom & servo connections
8

• Reattachment of the tail surfaces is simply the reverse process of removing the tail.

o Be careful to ensure that the servo connectors are properly and securely connected.

o Remember to reattach the R/C antenna (Figure 8Figure 8).

2) Tail Boom Removal & Attachment

• Detach the R/C antenna (long thin wire) 

from the tail surface.

• The tail surfaces can be removed or left 

attached for this process.

• Support the tail surgace so that it cannot 

fall as the attaching bolts are removed. 

• Remove the bolts that affix the tail booms 

to the fuselage (2 bolts per side) .

• Carefully move the tail boom assembly a 

few inches out and back from the fuselage 

to expose the servo wires where they exit 

the fuselage (see Figure 7Figure 7).

• Pull the servo wires from the fuselage so 

that the connectors are accessible.

• Unplug the servo connectors.

• Remove the tail boom assembly.

• Reattach the tail boom assembly by first 

connecting the servo wires.

o Be careful to ensure that the servo 

connectors are properly and securely 

connected.

o Push the servo connectors back into 

the fuselage.

o Place the servo boom assembly into 

place, ensuring the servo wires are 

properly routed and not pinched. 

• Bolt the assembly onto the fuselage (snug 

the bolts but do not over-tighten).

• Reattach the R/C antenna to the rubber 

band and string with a simple knot.

• The rubber band is used to tension the 

antenna and it should be slightly shorter 

than the string when fully stretched.

• The string is a backup. If the rubber band 

fails, the antenna will not enter the 

propeller.

Figure 7. Tail pylon & servo lead

Figure 8. R/C antenna tail attachment
9

3) Tail Inspection

• Gently move the elevators/rudders (with the power off) to check that the control surfaces, 

servo, and linkage move freely. If the control surface is at full deflection, the angle between 

the linkage and the servo might make it difficult to move the servo via the control surface. If 

this is the case, do not force it to move. Instead, grasp the servo lever and gently rotate the 

servo toward its center position.

• Inspect the servo, linkage, and associated attachments for any loose or damaged parts.

• Check the elevator/rudder hinge lines for tears.

• Check the servo wire connections along the tail boom.

• Check the tail boom connection near the tail surface.

• Check the tail boom to the fuselage connection.

Wings

For ease of transportation and storage, the Bat’s wings are simple to remove and reattach. 

Constructed of composite materials including Kevlar, carbon fiber, and fiberglass, the wings are 

very light yet rigid, strong and durable. 

1) To Attach Wings

• First, note the position of the snap button 

on the bottom of the aluminum wing spar 

that extends from the fuselage (Figure 9). 

• With one hand, hold the wing by its 

leading edge near the wing root (thumb on 

top and fingers underneath), and use the 

other hand to support the wing tip. 

• Align the aluminum spar on the fuselage 

with the spar tube at the wing root and 

slide the wing onto the spar up to the snap 

button.

• Using a finger on the hand that is holding 

the wing’s leading edge, depress the snap 

button (Figure 10Figure 10) and slide the 

wing a few inches farther onto the spar, 

but stop before the trailing edge alignment 

pin hits the wing.

• Attach the servo wire connectors for the 

flaps and ailerons.

o Read the wiring labels and be sure to 

attach the appropriate connectors.

o A wrong connection will cause the 

plane to crash.

• Slide the servo connectors into the wing 

and be sure all wiring goes into the 

fuselage or the wing once the wing is fully 

attached. Figure 11Figure 11 shows the 

servo 

Figure 9. Wing spar and snap button
10

Figure 10. Attaching wing

connectors and wiring being inserted into 

the wing root.

o Poorly routed wires can keep the wing 

from properly attaching and a pinched 

wire could be damaged and cause a 

failure.

• Adjust the wing so that the trailing edge 

alignment pin inserts into its hole in the 

wing root.

• Continue sliding the wing onto the spar 

until the wing root touches the fuselage. 

o Listen for the sound of the snap button 

locking into place and check with a 

finger that it is locked. Figure

12Figure 12 shows the snap button 

locked in place.

The procedure is identical for both wing 

halves.

2) To Detach Wings 

• With one hand hold the wing by its 

leading edge near the wing root (thumb on 

top and fingers underneath), and use the 

other hand to hold the fuselage. 

• Depress the snap button on the underside 

of the wing with a finger on the hand that 

is holding the wing.

• Pulling outward from the fuselage in the 

direction of the wing tip, slide wing out 

a few inches.

• Detach the servo connectors.

• Remove the wing the rest of the way 

from the aluminum spar. 

Figure 11. Servo connectors partially inserted into 

wing

Figure 12. Wing spar snap-button locked in place
11

3) Wing inspection

There are a few key points that should be checked prior to every flight. A more thorough 

inspection should be performed at regular intervals.

Prior to every flight & for each wing:

• Ailerons are the outboard movable surface.

• Flaps are the inboard movable surface.

• Gently move the aileron (with the power off) to check that the aileron, servo, and linkage 

move freely. If the aileron is at full deflection, the angle between the linkage and the servo 

might make it difficult to move the servo with the aileron. If this is the case, do not force the 

aileron to move. Instead grasp the servo lever and gently rotate the servo toward its center 

position.

• Inspect the servo, linkage, and associated attachments for any loose or damaged parts.

• Check the aileron hinge line for tears.

• Repeat this process for the flap, but note that it only moves from neutral to down.

• Inspect the upper and lower surfaces for skin damage. 

• Grasp the wing near the tip at about 1⁄4 cord, gently lift upward and check that the wing does 

not bend or kink.

Propulsion 

The propulsion system includes the propeller, fuel system, and engine. 

1) Propeller

The propeller is an APC 14x10 regular propeller. Although the aircraft is a pusher configuration, 

the engine runs in reverse so that a regular propeller, rather than a pusher propeller, can be used. 

While the aircraft will operate with a slightly worn propeller, this practice is not recommended 

by manufacturers as a worn or damaged propeller increases the potential of serious injury to 

operators and bystanders. A damaged propeller can cause excessive vibration and may fly apart 

during use.

• Check the propeller for damage prior to each flight.

• Check that the propeller is tightly mounted.

2) Fuel System

The fuel system consists of a tank, fuel lines, 

vent line, and fuel filling port. Figure

13Figure 13 shows the vent and fuel lines 

exiting the rear of the fuselage. The vent line 

is on the right side of the image. The fuel line 

attaches to the filling port and to the bottom of 

the carburetor. Attached to the top of the 

filling port is a refueling line.
12

Figure 13. Fuel, vent, and filler lines

A full tank of fuel yields a duration of approximately 6 hours when flown at 35 mph at sea level. 

For shorter duration flights the aircraft can be flown with less than a full tank, which will save 

weight and increase performance. Fuel starvation is an avoidable and foolish reason to lose and 

aircraft, so be sure to have enough fuel for the mission and monitor the fuel level during flight. 

Furthermore, use good judgment to evaluate the fuel level (e.g. if the aircraft was launched with 

a half tank and 2 hours later the gauge is still reading above 1⁄4 there may be an error in the 

gauge). 

• Fuel tank capacity is 52 fl oz.

• Fuel is unleaded gasoline (87 or higher octane) mixed with high quality 2-stroke motor oil 

using a 40:1 gas:oil ratio.

o MLB uses oils from motorcycle dealers (i.e. Honda HP-2, Klotz, etc.), but any 2-stroke 

oil is acceptable.

• To fuel the aircraft:

o Attach fuel filler probe to filler port.

o Pump fuel and observe fuel line to verify that fuel is going into the aircraft. 

o For a full tank, continue pumping until a small amount of fuel spills from vent line, 

indicating the fuel tank is full.

o If less than a full tank is desired, remove the access hatch and observe the fuel level in the 

tank. Also, confirm the fuel level on the ground station once the system is up and 

running.

• To de-fuel the aircraft:

o Attach fuel filler probe to filler port.

o Keep the aircraft level (as it sits on its landing gear).

o Reverse the pump and draw fuel from the aircraft until the pump sucks air.

• Prior to flight inspect the fuel lines
13

o Check the fuel lines for any damage.

Check that the fuel lines are properly attached to the carburetor and both sides of the filler port.

3) Engine

The Bat uses a modified 2-stroke engine originally designed for weed trimmers. The carburetor, 

muffler, and ignition system are considered part of the engine. It requires little maintenance and 

is easy to operate. All components should be kept clean and the spark plug should be replaced at 

regular intervals. The engine and carburetor have been adjusted by the factory, and should not 

need changing.

• Replace spark plug every 100 flight hours.

• Replace the engine every 500 flight hours. 

Starting

• The R/C transmitter is required for running the engine.

• Ensure that the propeller is clear of the ground. 

• Turn the R/C transmitter on, and set the throttle stick to idle and the trim to full.

• Check that the starter is rotating in the proper direction (clockwise as viewed from the rear of 

the plane).

o Reversed leads on the starter battery will cause the starter to turn backwards.

• Hold the plane firmly with one hand and apply electric starter until the engine starts. 

o If the plane is on the catapult and it is cocked, the plane is secure and does not need to be 

held with a hand.

• Allow the engine to warm up for about 1 minute. 

• Check engine performance. 

o Secure the aircraft.

o Slowly increase and decrease the throttle a few times to ensure that the engine is warm.

o From idle, quickly advance the throttle to full. The engine should spool up to full throttle 

without hesitating and emit a high-pitched tone.

o Peak RPM should reach at least 7,700, which can be checked on the ground station.

o Idle RPM should be no lower than 4000.

• If any of these tests fail, the carburetor needs to be tuned. 

Tuning

• Carburetor tuning is most effectively done 

with the engine running. For greater 

safety, adjustments can be made with the 

engine off and then restarted to test for 

proper tuning.

• If the engine is running, approach the 

aircraft from the front and stand 

straddling the fuselage so that the wing 

leading edges are pressing against the 

operators legs, as shown in Figure

14Figure 14.

• The carburetor has two needle valves. 

The needle closest to the engine 

crankcase is the low speed needle. It 

affects the mixture for throttle settings 

below 6000 RPM.
14

Figure 14. Needle valve adjustment

• The outer needle is the high-speed mixture and affects operation above 6000 RPM.

• Use a small flat-bladed screwdriver to adjust the needle valves.

• A change of 1/8 turn is significant for each of the needle valves, so adjustments should

be made carefully.

• Turning the needle counterclockwise richens the mixture; turning clockwise will lean it.

• Tune the high-speed needle by setting the throttle to full and adjusting the needle for 

maximum RPM. Do not set the needle any leaner after achieving max RPM.

• Tune the low speed needle for smooth idling, and a quick transition to full RPM when the 

throttle is opened.

• Good initial setting for the needles are:

o Low Needle 1 1/8 turns open

o High Needle 1 1/2 turns open

• If the low speed needle is not set properly, the engine may die during long periods of idling 

(e.g. descents). 

• If the high-speed needle is not set properly, the engine will not produce full power and will 

reduce the aircraft’s climb performance. 

MLB recommends that you do not change these settings without first consulting MLB.

Flight Computer

The FC-2 flight computer is the heart of the autonomous system. It communicates with the 

GroundStation operator software, receives signals from the R/C transmitter, stores waypoint 

information, and monitors GPS signals and internal sensors to maintain aircraft stability and to 

navigate. The FC-2 is located in a black, carbon-fiber box in the forward section of the fuselage. 

The flight computer and its associated internal electronics and wiring should not be accessed or 

inspected by the operator. Moving any of the internal components could damage them, 

disconnect wires, or cause other problems that may result in a failure. 
15

Turning on the main power switch on the left side of the plane turns on the flight computer along 

with all of the other aircraft systems. 

Caution: Turning on the FC-2 power enables the ignition system, and the engine can be started. 

1) Aircraft Control 

The most crucial role of the flight computer is to fly the plane. Sensors in the FC-2 provide data 

to determine the aircraft’s inertial state and position. In conjunction with control algorithms, the 

flight computer uses this information to manipulate the servos for aircraft stability, to execute 

maneuvers, and to navigate. Even when the aircraft is operated in manual mode, the flight 

computer is still active. All of the up-linked R/C commands are first processed by the flight 

computer before they are fed to the servos. This provides stability augmentation and makes the 

Bat easier to fly than most non-stabilized R/C aircraft. 

2) Data Link

Two-way communication between the FC-2 and the ground station is over the 900 MHz modem. 

After the initial start up sequence has been completed, this communication link is not essential to 

maintain flight. The aircraft can operate independent of the groundstation, so there is no 

immediate problem if communication is lost or the ground station fails. However, the two-way 

link is required to re-task the aircraft and receive flight status updates. 

3) R/C Receiver

Signals from the pilot’s R/C transmitter are decoded by the R/C receiver and passed to the flight 

computer. The receiver is the small foam-wrapped box attached to the FC-2 via a gray cable. 

The receiver’s antenna is the thin black wire that extends out the left side of the aircraft and back 

to the tip of the tail. If this antenna is damaged, the range of the R/C system is reduced; this may 

result in loss of control of the aircraft. The FC-2 provides power for the R/C receiver, so the 

receiver is on when the flight computer is on. If the 72 MHz R/C link is lost in manual mode, 

the aircraft will revert to autonomous mode and begin flying the currently stored flight plan 

(starting with waypoint 0).

• The R/C antenna cable should be checked for damage (such as kinked or worn wires) prior to 

every flight.

• The antenna should never be subject to strain, and the external portion should be inspected 

for damage prior to every flight. 

o Look for nicks, color changes, or thinning of the plastic coating, especially where it exits 

the fuselage. 

4) GPS

A reliable GPS signal is essential to the aircraft’s navigation and autonomous operation. The 

flight computer uses GPS positioning to maintain its track between waypoints and to establish 

when it has reached a waypoint. In the event of a brief loss of the GPS signal, the Bat will 

continue flying its course. If the GPS signal is lost for more than 10 seconds, the aircraft heads 

directly for the home location. If the GPS signal is reacquired, the aircraft will resume waypoint 

navigatioo heading to the same waypoint it was heading to prior to the loss of GPS. Without 

GPS guidance, the aircraft has limited navigational accuracy. 

• GPS is used only for autonomous navigation, so the plane can still be flown manually in the 

event of a loss of GPS.
16

Occasionally the GPS receiver requires an inordinately long time to acquire its position during 

startup. This occurs when the receiver fails to initialize properly and must restart its acquisition 

process. 

• If the GPS is slow to acquire, the operator can wait for it to eventually acquire, or

• Turn off the aircraft avionics and ground station modem, wait a minute, and redo the aircraft 

startup procedure from the beginning. 

• If the GPS still fails to acquire it may be damaged, or there may be some external cause for 

poor GPS signal.

Since the GPS antenna is mounted exteroally, the antenna and its cable are susceptible to 

damage. Strong electrical shocks, impacts, or strain on the cable can cause damage. Problems of 

this nature will normally be detected during start up, and a NO SAT or other GPS warning will 

indefinitely be displayed on the Groundstation. However, intermittent problems due to a 

damaged antenna or wiring may not be apparent until the aircraft is airborne. 

• If damage is suspected or the GPS fails to acquire DO NOT FLY autonomously until the 

problem is rectified. Contact MLB immediately to troubleshoot GPS problems of this nature. 

Video System

Live video is provided by a one-way link from the aircraft to the ground station. The system 

consists of cameras and a transmitter on the aircraft, while the ground station has a tracking 

antenna, a digital video tape deck video receiver, and a USB video adapter. 

1) Video Cameras & Transmitter

The airborne video system is housed in the nose section of the aircraft. Two color CCD cameras 

(charged-couple-device) provide wide angle and telephoto images. A video switch, controlled 

by the flight computer, selects the image that is transmitted to the ground station. The 

transmitter operates in the 2.4 GHz band with a power output of 800 mWatt and broadcasts via 

the stubby dipole antenna mounted on the aircraft’s nose section. The main power switch on the 

left side of the plane turns on the aircraft’s video system along with all of the other systems. 

Caution: The Video transmitter should never be powered without an antenna attached/ 

2) Tracking Antenna

At the ground station, the tracking antenna is used to capture the video signal. This system 

consists of a flat plate antenna, tracking mechanism, tripod, and associated cables – all of which 

are stowed in the ground station case below the tray. 

• As with the servo-controlled components of the aircraft, the tracking antenna gimbals should 

be moved slowly and cautiously. Do not force them beyond their range of motion.

The tracking system points the antenna relative to a known orientation; therefore, proper initial 

alignment is essential for accurate tracking. The flat panel antenna has a 34-degree beam width, 

which translates to only 17 degrees on either side of center. It is therefore imperative that the 

antenna be oriented as accurately as possible. This is especially important at maximum range. 
17

To set up the antenna:

• Erect the tracking antenna tripod.

• Orient the tripod so that the arrow on the 

tracking assembly (see Figure 15Figure 15) 

is pointed to GEOGRAPHIC North. 

o If using a magnetic compass to find 

north, declination must be accounted 

for. See the section on declination 

correction for additional information. 

• Next, attach the flat plate antenna to the 

tripod head (see Figure 16Figure 16).

• Viewed from behind, the release lever is on 

the right hand side and points forward 

when clamped. The release lever locking 

pin is located beneath the lever and points 

forward when locked.

• Check that the release lever is in the open 

position (pointed to right).

o If the release lever is in the clamped 

position and will not move, check that 

the locking pin is unlocked

• As depicted in Figure 16Figure 16, hold the 

antenna in a slightly tilted position and butt 

the left edge of the attaching bracket up 

against the left edge of tracking head’s top 

surface.

• Push the right side of the attaching bracket 

down to snap the release lever closed.

• Press the release lever forward to ensure 

that it is snuggly clamped.

 

Figure 15. Arrow for orienting the tripod

Figure 16. Attaching the antenna to the head of the

tracking system. 

After the antenna has been set up, the communication/power and coaxial cables need to be 

connected. While the antenna system has reverse polarity protection, it may still be damaged by 

an inappropriate connection. Be sure that positive and negative leads of the ground station 

battery are properly attached prior to connecting or turning on the antenna, modem or receiver. 

At the antenna:

• Connect the coaxial cable to the antenna. The larger connector fits on the antenna and the 

smaller end attaches to the video receiver. 

o Manually rotate the antenna to face south and then attach the antenna cable, at its marked 

point, to the Velcro strap on the tripod leg. This will minimize wrapping the antenna 

cable around the tripod while the antenna is tracking so that the servos do not become 

overloaded. 

Attaching 

Bracket

Release Lever 

(open)

Locking Pin 

(open)

North 

Arrow
18

• Connect the data/power cable (male DB-9 connector) to the tracking antenna’s black box. 

At the ground station:

• Connect the coaxial cable to the video receiver in the ground station case.

• Check that the antenna data cable is plugged into the USB/Serial adapter.

• Plug the USB/Serial adapter device into the laptop’s USB port (be sure that the computer has 

booted up before making this connection).

• Plug the power connector into its receptacle behind the laptop. 

Designate an antenna COM port for the tracking antenna to receive data from the ground station, 

• From the Groundstation software pull-down menu, select Serial Ports, point to Antenna Out 

on, and then appropriate COM port. 

o If the antenna does not respond, try choosing a different COM port. 

o Proper operation of the antenna can be tested by using the pull-down menu to select 

Antenna, clicking on Test Antenna, and then entering values for antenna azimuth and 

elevation. 

o To close the antenna test window use the pull-down menu to select Antenna, and click on 

Stop Testing Antenna.

Notes on USB/Serial Adapter:

• Wait to plug the USB connector into the computer until after the computer has booted up.

• If the USB cable is removed while a COM port is selected for the antenna, a fault can occur.

• To remove the USB cable from the computer, either exit the Groundstation software or 

(while the ground station is open) deselect the antenna COM port.

o From the pull-down menu select Serial Port, point to Antenoa Out on, and then click 

None.

• If the USB connector is accidentally removed while a COM output is selected for the 

antenna, a pop-up window may appear asking the operator to remove the device.

o Answer “Yes” to remove device. This will slow the system down briefly, but the 

computer should not shutdown. The computer may crash if the device is not removed.

3) Video Receiver

The video receiver is the white box mounted 

to the inside of the ground station’s lid. It 

must be set to the same channel as the video 

transmitter to receive data, marked on the 

aircraft’s video antenna mount. The 

receiver can be turned on/off independently, 

but the ground station’s Modem/Receiver 

switch also controls the receiver. Figure

17Figure 17 shows the power switch on the 

side of the receiver (indicated by the finger), 

the channel selector button on top of the 

receiver, and the channel indicator LED 

(showing channel 2 selected).

Figure 17. Receiver power & channel switches
19

• The receiver is not protected from 

reverse polarity, so be sure that positive 

and negative leads of the ground station 

battery are properly attached prior to 

connecting the modem or receiver.

• Check that the receiver power cable is 

plugged into the back of the receiver, 

and that the power connector is attached 

to its receptacle behind the laptop.

• Check that the power switch on the 

receiver is on.

• Channels are selected sequentially with 

the push button, and the current channel 

is indicated with a red LED. 

Figure 1. Video transmitter antenna & channel 

number

• The aircraft’s transmitter channel is written on the aircraft’s antenna mount (Figure 1Figure 

1). 

• If the receiver does not lock up while on the ground, the receiver may be swamped by too 

strong of a signal. Try cupping a hand over the aircraft’s video antenna to reduce the signal 

strength.

4) Video Deck

Output cables from the video receiver lead to the Video Deck that is located next to the laptop. 

Only the yellow RCA video plug needs to be connected to the deck’s Video In jack. To 

conserve the Video Deck’s battery, power can remain off until performing the video and 

telemetry check. For further information, refer to the manufacturer’s manual. 

• Turn the power on at the upper right side of the Deck’s control panel. 

• Remember to cue the tape to the point where recording is to begin.

• Simultaneously press the two buttons labeled REC to initiate recording. Be sure the red 

recoding light illuminates. 

5) USB Video Adapter 

In addition to watching live video on the video deck, a live image can also be displayed on the 

laptop using the USB digital video adapter. Connecting this device is required only to show 

video on the laptop. It does not impact the ground station’s functions in any other way and does 

not need to be connected. 

To watch live video on the ground station computer:

• Use the Y-adapter cable to connect both the USB digital video device and the video deck to 

the video receiver.

• Connect the USB digital video adapter to one of the laptop’s USB ports. 

• Select – Show Video – from the Video/Plot dropdown box.

o Be sure that everything is hooked up and a video signal is present prior to selecting 

– Show Video – or the ground station computer may hang. 
20

Data Modem

Two-way communication between the aircraft and the ground station is facilitated with the 900 

MHz modem. The ground station modem is the small black box with the whip antenna. It is 

mounted with Velcro to the inside of the ground station’s lid. To establish proper 

communication with the aircraft, the modem must be powered up AFTER the aircraft has been 

turned on. The modem’s radio signals can interfere with the video antenna so they should be 

kept a few feet (5-10) apart during operations. 

• The modem is not protected from reverse polarity, so be sure that positive and negative leads 

of the ground station battery are properly attached prior to connecting on the modem or 

receiver.

• Place the modem on the ground beside the PelicanTM case and erect the whip antenna.

o Raising the modem several inches to a few feet of the ground will improve long-range 

communication. 

• Ensure that the modem is at least 5 feet from the video antenna. 

• Connect the modem to the laptop with the serial cable.

• Connect the modem power cable to the modem.

• Check that power connector is attached to its receptacle behind the laptop.

• Turn the modem on with the Modem/Receiver power switch shortly after the aircraft has 

been turned on and wait for its lights to stop flashing (5-10 seconds) before initiating any 

communication.

Radio Control Transmitter

Although the JR Pro R/C transmitter has an extensive set of programming features that are used 

to enhance the operation of normal R/C models, they should be left at the factory settings for use 

with MLB autonomous aircraft. All of the necessary features are set in the flight computer, and 

adjustments to the transmitter will interfere with these settings, potentially leading to unexpected 

failures. Maintaining the factory settings reduces the chance of transmitters being improperly set 

up, and should the transmitter’s memory be erased, the default setting will be correct. 

Use of the transmitter for MLB aircraft is limited to the two joysticks and the trim slider 

switches. The joysticks are configured as they are for conventional R/C Airplanes:

ß Left stick, left-right controls rudder

ß Left stick, up-down controls throttle

ß Right stick, left-right controls ailerons

ß Right stick, up-down controls elevator

• The trim slider switches are used to set the control surfaces so that in manual mode the plane 

will fly straight and level with minimal displacement of the joysticks

o The factory trim setting (neutral) is appropriate for roll, pitch and yaw. The throttle trim 

should be kept at the top of its range so that the engine will not inadvertently stall when 

switching from autonomous to manual mode (Figure 18Figure 18).

o On the ground, the engine can be killed by pulling both the throttle stick and its trim to the 

bottom of their ranges.
21

• The accessory switch labeled “Gear” at the top left of the transmitter is for selecting 

Manual/Autonomous mode.

• When the lever is pushed away from the operator, the airplane is in Manual mode. 

• The transmitter must be in Manual mode for the joysticks and trim switches to be functional.

•

To test the R/C system:

• Perform the normal aircraft startup 

procedure and turn the transmitter on.

• Select manual mode on the transmitter.

• Move each joystick one direction at a 

time and check that the aircraft controls 

respond appropriately:

o Throttle stick forward should fully 

open the carburetor venturi. 

o Rudder stick right the left tail surface 

should deflect down and the right 

surface up.

o Elevator stick back and both tail 

surface should move up.

o Aileron stick right and the right 

aileron should move up, while the 

left aileron moves down.

Figure 18. Throttle trim

• Range test the system: 

o Leave the transmitter antenna down and begin moving one of the joysticks (e.g. elevator). 

o Walk away from the aircraft and observe that the control surface continues to respond to the 

joystick’s movement without hesitation or erratic behavior.

o The R/C system should function properly out to 100ft.

Payload

Additional payloads can be added to the Bat UAV’s standard equipment, and the nose section can 

be exchanged for a variety of custom payloads. Depending on desired endurance, the Bat can carry 

up to 5 pounds of payload. Any integration or addition of payload should be conducted by MLB. 

The following information is provided for reference only, and it in no way implies that this work 

should be conducted by anyone other than MLB personnel. 

Additional payloads must not cause the aircraft to exceed its gross takeoff weight, and they must be 

securely fixed inside the fuselage so that they do not interfere with any of the aircraft’s systems or 

alter its center of gravity (CG). Ensuring that the payload cannot move is essential. A shifting load 

can alter the aircraft’s CG, resulting in instabilities or causing damage to essential equipment that 

could cause a system failure. A loose item in the fuselage could damage fuel lines, disconnect 

wiring, or impact the flight computer, any of which could result in a complete aircraft failure. 

• The aircraft’s maximum gross takeoff weight is 19 lb. 

• The aircraft’s stall speed will increase and the rate of climb will decrease with additional 

payload. Be sure to operate the Bat in a more conservative manner at higher weights.

• Heavier objects need to be held in place with tie wraps or other strong binding. 
22

o The wing’s main spar provides a secure attachment point.

• Lighter objects may be held in place with double sided adhesive, or secured inside a foam 

package that fits snuggly into the fuselage. 

The aircraft’s CG is marked on the side of the fuselage slightly below and behind the wings leading 

edge. The aircraft needs to balance within 1⁄2 inch of its CG marking regardless of fuel level.

To balance the plane:

• Empty the fuel tank.

• Place the cargo in its desired location.

• Find the CG by balancing the plane on one fingertip under each wing root (be sure that both 

fingers are located in the same longitudinal position).

• The balance point should be located ahead of the CG mark, but within 1⁄2 inch. 

• Move the cargo as needed to achieve the proper balance.

• Fill the fuel tank and find the new balance point. It will have shifted aft. 

• If the aircraft balances within the allotted 1⁄2 inch from the CG, it is safe to fly. 

• If not, adjust the cargo and recheck the balance points with the fuel tank empty and full. 

• Ensure that the payload is located along the aircrafts centerline so that the lateral balance is not 

disturbed. 

Electronic equipment can interfere with the aircraft’s systems. Prior to flying with additional 

electronic equipment, perform a range test as outlined in the section on R/C Transmitter and a 

bench test of the other systems. Performing a bench test is not 100% conclusive and requires some 

judgment from the operator. A good practice is to first perform the tests without the additional 

payload, to establish a base line, and then repeat the test with the additional equipment installed. 

• Bench testing should be done outdoors or in an area that will not hamper GPS reception.

• Perform the “prepare for launch” sequence so that the plane is ready to fly.

• Turn on the R/C transmitter.

• In manual mode, check that the servos respond correctly to all pilot inputs.

• Test for adequate R/C range by checking that the servos respond smoothly and promptly when 

the R/C transmitter is 100’ away and its antenna is collapsed. 

• Leave the throttle at a low setting and switch to autonomous mode. The throttle servo should 

immediately move to a high setting. 

• Gently blow into the airspeed probe and the elevators should deflect upward. (Sucking on the 

tube should have the reverse effect.)

• Roll the plane from side to side; the ailerons should move to counter the aircraft’s rolling 

motion. 

• Yaw the plane from side to side; the ailerons and rudders should move to counter the aircraft’s 

yawing motion.

• Return the transmitter to manual mode.

• On the ground station, check that video reception is clear.

• Check that good telemetry is being received.

o The ground station should ping regularly.
23

o Airspeed, ground speed, heading, and other status indicators should have appropriate 

values.

Use the pull-down menu to select a variety of plots and confirm that they represent any activity that 

was performed during the test procedure. 

Batteries & Power Regulator

Charging the aircraft and ground station batteries require a 120 V AC supply that may not be 

available in the field, so advanced preparation is essential. The following six different batteries 

need to be charged prior to flying:

1) Aircraft battery

2) Laptop

3) Video Deck

4) R/C transmitter

5) Ground station gel cell 

6) Engine starter 

1) Aircraft

The aircraft’s electrical power is supplied by a single 14.4 V Lithium-Ion battery and a power 

distribution system that provides regulated power to three separate electrical systems. 

Electrical Systems: 

1) FC-2 7.0 V regulated

2) Servos and Ignition 5.0 V regulated

3) Video and Modem 5.0 V regulated

The Lithium-Ion battery requires at least 3 hours to charge. The charger does not have any status 

indicators, but it will shut off automatically when the battery is fully charged. Ideally, the battery 

should be left on charge overnight to allow the charger to shut-off at full charge. If less time is 

available, the battery should be left on the charger for a minimum of three continuous hours. At 

peak charge, the battery will indicate close to 16 V and the voltage will drop proportional to the 

state of charge; however, below 14 V, the battery will begin to lose power very quickly. Once the 

battery voltage drops close to 14 V, flight operations should be discontinued as soon as possible. 

In addition to making sure the battery does not drop below 14 volts during flight operation, care 

must be taken to never allow the battery to discharge below 10 V; the Lithium-ion batteries will be 

permanently damaged if their voltage is allowed to drop below 10 V. Most devices that use 

Lithium-ion batteries (i.e. cell phones) employ automatic shutdown circuitry to protect the battery 

from a low voltage condition; however, to protect against an accidental in-flight shutdown, the Bat 

onboard battery does not have such circuitry. Therefore, the operator must ensure that the battery is 

never allowed to drop below 10 volts. If the battery is ever discharged below 10 volts, it must be 

replaced. 
24

Summary:

• A fully charged aircraft battery indicates close to 16 volts.

• Land the aircraft immediately if the battery voltage drops below 14 V.

• The aircraft battery must be discarded and replaced if it ever drops bellow 10 V.

• The safety lock on the power switch should be used when transporting the aircraft or when the 

power is switched off for extended periods (>15 minutes).

To charge the aircraft battery:

• Open the access hatch and locate the wire 

labeled 14.4 V Li-ion (see Figure 19Figure 

19).

• Attach the lead from the wall plug charger.

• The charger has no status indicators, so a 

minimum of 3 hours of uninterrupted 

charging is required to ensure a full charge.

• A fully charged aircraft battery will 

indicate close to 16 volts on the ground 

station.

Figure 19. Battery charge lead

2) Ground Station

Charge the five ground station batteries according to the following specifications.

1) Laptop manufacturers specifications

2) Video Deck manufacturers specifications

3) R/C transmitter manufacturers specifications

4) 12 volt ground station gel cell 4-12 hour trickle charge

5) 12 volt engine starter 4-12 hour trickle charge

Note for first time use:

A different R/C transmitter may have been used during this aircraft’s flight testing or operator 

training, so be sure to follow the manufacturer’s instructions for first time charging of the R/C 

transmitter. 
25

Declination Corrections

Declination compensates for the difference between the Earth’s magnetic and geographic North 

Poles. To determine the appropriate magnetic bearing for a desired geographic direction, add or 

subtract the local declination value from the geographic direction. West of the {ero line, 

declination is subtracted, while declination is added East of the line. For example, to find 

geographic North in central Washington State, the desired geographic direction is 0°/360° and 

the declination is 20°; therefore a compass bearing of 340° points to geographic North. Pointing 

the antenna’s North arrow to 340° magnetic would provide the proper orientation in central 

Washington State. In St. Louis, the antenna would be properly oriented when its North arrow is 

pointed to 358° magnetic, and in Baltimore, Maryland, the correct orientation would be 010°

magnetic.

One should note that magnetic declination changes over time, and the most recent information 

should be obtained to ensure that the correct declination values are used. 
26

SOFTWARE IN-DEPTH PROCEDURES

The MLB Groundstation is a software program that communicates with the Bat UAV for flight 

planning, pre-launch programming, in-flight re-tasking, and display of live telemetry. The 

detailed procedures that follow provide in-depth descriptions of all the Groundstation’s 

functions, including adding map files to the map database, creating flight plans, and initializing 

the aircraft's launch sequence. There are also sections that explain the formats of the flight data 

files, the flight plan files, and the Groundstation configuration file. At the end of this section, 

there are tutorials that will help first-time users become acquainted with the system.

The procedures explained here are instructions for performing specific tasks. This is not a set of 

operating instructions. A specific set of sequential procedures for operating the Bat is provided 

in the Groundstation section of the OPERATING INSTRUCTIONS.

Overview

The Groundstation’s 

main screen is shown 

in Figure 20Figure 20. 

The left portion of the 

screen shows the 

aircraft state and a 

user-selectable video 

or data plot. The right 

side of the screen is 

the moving map 

display that shows the 

aircraft position, 

waypoints, and flight 

path. Features of the 

aircraft state and 

mowing map are 

outlined beside their 

respective Gigure

21Gigure 21 & 

Figure 22

Figure 22. 

Figure 20. Groundstation main screen
27

1) Description of aircraft state information

• Camera Zoom controls top the left screen 

area.

• A telemetry wheel next to the camera zoom 

control spins and changes color every time a 

telemetry packet is received from the 

aircraft.

• The Video/Plot area can show a live video 

image from the onboard camera or other 

selectable data plots.

• Battery voltage is displayed to the lower left 

of the video/plot window.

• The aircraft’s state, displayed below the 

battery voltage, shows that the aircraft is 

heading toward waypoint 0. This area also 

will display whether the aircraft is in 

manual control mode, waiting for launch, 

climcing out after launch, or circling.

• GPS Status is shown to the lower right of 

the video/plot window. 

• The aircraft’s range from the home 

waypoint is displayed below the GPS Status 

• A compass displaying the aircraft’s heading 

graphically and numerically is centered 

below the video/plot window.

• Airspeed and ground speed are displayed 

with the blue and brown needles of the left 

dial gauge, respectively. Both values are 

also displayed numerically above the gauge.

Gigure 21. Aiscraft State

• Altitude is displayed on the right dial gauge, with the numerical value in the center of the gauge. 

The short hand shows thousands of feet, the long hand shows hundreds of feet.

• Engine rpm is shown on the bar graph to the right of the altitude gauge. 

• The fuel level is shown on the bar graph to the right of the rpm gauge.
28

3) Description of map display

• Circular dots on the map represent 

waypoints. The dots turn from red 

to green as the course is confirmed 

by the aircraft.

• Green lines show the 

commanded path to be flown.

• Blue lines show the actual path 

flown.

• The red delta represents the 

aircraft.

• Scroll bars along the bottom and 

right side of the map allow the 

map to be moved in the display 

area. 

• Zoom control buttons, below the 

bottom scroll bar, show more of 

the map or increase detail. 

• A scale bar to the right of the 

map zoom controls provides a 

sizing perspective as the map is 

zoomed in or out.

• Time since the aircraft’s flight 

computer was initialized is 

shown at the bottom, far right.

Figure 22. Moving map display

Getting Started

To launch the groundstation software, click the MLB Groundstation shortcut Icon on the taskbar, 

or from the Windows Start button select Programs then MLB Groundstation and click on the 

MLB Groundstation icon. 

Adding & Calibrating Maps

While having a map for the intended area of flight is not essential, a meaningful background is 

helpful for flight planning and tracking the aircraft’s flight path. Once a map has been added, it 

is kept in the Groundstation’s database and will automatically be loaded any time the aircraft 

flies over that area. When the aircraft flies beyond the boundaries of a map, the groundstation 

will search its database for a map that covers that geographical area. If no map is found for a 

given location, a plain gray background will be shown on the map display.

The Groundstation will always open with the default map, which is the first map listed in the 

database. To change the default map, refer to the “Configuration File” section. 
29

A note of cautioo when adding or recalibrating a map:

An error made during the map calibration will most likely not be apparent until the map is used 

for flight planning. If a map jumps unexpectedly, geographic coordinates appear inappropriate, 

or the map disappears when a waypoint is added that should be on the map, it may be calibrated 

incorrectly.

1) To Add and Calibrate a Map

An appropriate map image must be available in a graphics format: JPEG, GIF, or Windows 

Bitmap (BMP). TopoUSA is included with the standard MLB system to provide reasonably 

accurate map images, but any image, even a hand drawn sketch, saved in the proper format will 

work. Once a map is added, its area of coverage is automatically computed and added to the 

database. 

• Maps must be rotated so that NORTH IS UP.

• The latitude and longitude of 2 points on the map must be known. 

• These two points CANNOT be due N-S or E-W of each other (i.e., they cannot share either 

the same latitude or longitude).

• Prior to getting started, close and reopen the groundstation program. This will ensure that 

there are no current flight plans in memory, which can cause problems if proceeding with a 

new flight plan after the new map is loaded. 

• From the groundstation pull-down menu, select Map and click on Add New Map...

• A File Open window will pop up.

• Select the desired map image and click open.

• Click OK in the dialog box when prompted for the coordinates.

• The scroll and zoom functions can be used to accurately identify the known locations.

• Left Click at the 1st known location.

• An Enter Lat/Lon of Selected Point window will pop up.

• Enter the coordinates.

• Degrees are in whole numbers (e.g., 37).

• Minutes are decimal numbers (e.g., 121.345) there are no seconds.

• To use decimal degrees instead of degrees and decimal minutes, type the decimal degrees in 

the degrees box (e.g., 37.123456) and 0 in the minutes box.

• Be sure to select the proper directions N-S and E-W for the latitude and longitude.

• Click OK.

• Click OK in the dialog box when prompted again for coordinates.

• Left Click at the 2nd known location.

• Enter the coordinates in the Enter Lat/Lon of Selected Point window.

• Click OK.

• CHECK THE MAP! Before flying the aircraft using the map, place some waypoints on the 

calibration points and make sure that the map is properly calibrated. 

2) To Recalibrate a Map

• Use the pull-down menu to select Map and click on Calibrate... and select the map you wish 

to recalibrate. Repeat the calibration process.
30

3) To Remove A Map From the Database

• Use the pulldown menu to select Map and click on Delete Map... and select the map you 

wish to delete. Click on yes when prompted.

• The map will be removed from the database but the map image will not be deleted.

• Maps can also be deleted from the database by deleting them in the groundstation.cfg file. 

Review the section on the configuration file format for more information on how to do this. 

4) To Display a Different Map

• Use the pull-down menu to select Map and click on Display Map... and select the map you 

wish to display.

• If flight data has been received, the map display will always snap to the map that shows the 

airplane’s locatioo. To look at a map other than that of the flight data, you must delete the 

flight data by selecting File and Clear Flight Data.

Creating a Flight Plan

Before the aircraft can be flown autonomously, it must have a valid flight plan. A flight plan 

consists of a home location and a series of waypoints that are connected by straight lines, which 

in turn define the aircraft’s flight path. The aircraft attempts to positioo itself along the lines 

between waypoints rather than just aiming for the next waypoint. These lines, together with the 

altitudes that define a linear slope between waypoints, create a flight path that resembles a tube 

through the airspace in which the aircraft will fly. Familiarity with the functions described in the 

section “Editing Waypoints” is essential to understanding the procedures of creating a new flight 

plan.

As depicted in Figure 23Figure 23, a flight 

path is a continuous course that begins at 

Waypoint 0 (denoted by the red circle with 

the 0 inside), proceeds sequentially through 

all the waypoints, and resumes again at 

Waypoint 0. Since the home location is not 

a regular waypoint and is not included in the 

flight path, a flight plan should always bring 

the aircraft back close to the home location 

so that it can land within the operator’s 

supervision. Without this consideration, an 

aircraft could continue on its course without 

the operator being able to intervene. 

Figure 23. The continuous course of a flight plan
31

1) Map

• The default map displayed when the groundstation is opened may not be the appropriate map 

for the flight plan desired. 

o If a map for the appropriate area has already been added, but it is not the current map in 

the display, the correct map can be opened.

• From the pull-down menu select Map, and click on Display Map File. Click on the 

desired map file.

o If a map for the intended area of flight has not been loaded, refer to the section on 

“Adding a Map” before proceeding.

2) Adding Waypoints

• From the pull-down menu select Groundstation Flight-Plan, and click on Add a waypoint.

o A Home location and the first waypoint (wpt 0) will be added, and the Edit Waypoint 

window will pop up.

o Home is initially placed at the center of the map. 

o wpt 0 is placed a short distance from the Home location.

o Home is not a regular waypoint, but it has a few special functions.

• Used to calculate the aircraft’s range, displayed on the aircraft state window.

• Waypoints can be placed relative to home’s location (altitude designated as 0’). 

• Defines the location for an aircraft Return to Home event (altitude designated as 

500’). 

• Used by tracking antenna as the antenna’s location.

• If the desired map is not currently displayed, but it was previously added:

o Use the Map File pull-down, at the bottom of the of the Edit Waypoint window, to 

choose the desired map. 

o Then, using the Edit Waypoint window, change the current waypoint to Home and repeat 

the move process. 

o Both Home and wpt 0 are placed at the center of the new map.

o Drag and drop and/or use the Edit Waypoint window to set the parameters of the Home 

location and wpt 0.

• Use the New Waypoint After & New Waypoint Before buttons in Edit Waypoint window to 

add more waypoints up to a maximum of 99 waypoints (0-98).

o While adding waypoints, be sure that the correct Altitude, Airspeed, and Position are set, 

as these are essential to the aircraft’s safety. 

• When the flight plan appears to be complete, start at wpt0 and use the Next Waypoint button 

to scroll through the flight plan, checking that each waypoint’s parameters have been set 

appropriately. 

o Check that the airspeed is never commanded above or below the aircraft’s range.

o Check that the airspeed is reduced for turns with a heading change greater than 45 deg. 

o Check that altitudes will ensure terrain clearance at and between waypoints.

o Check that altitude changes between waypoints are within the aircraft’s climb and 

descent limitations. 

o Check the maximum range to home. 

Check that the line of sight between the aircraft and ground station is clear to avoid loss 

of data and video signal. 
32

o Check that the camera operation has been correctly defined for each leg, and that the 

durations for the circle or cross patterns are correct (the default is 0 seconds).

3) Return To Home Mode

• Enable/Disable Return to Home 

o Upon loss of signal from the R/C transmitter the aircraft can automatically initiate a 

return to home. This is a safety feature that ensures the operator will always be able to 

regain manual control during autonomous flight.

o If the aircraft is intentionally going to be glown beyond the range of the R/C transmitter 

(~1 mile) or if the R/C transmitter is going to be turned off during the flight, the Return to 

Home must be disabled.

o From the pull-down menu, select Groundstation Flight-Plan click Return to Home on 

Loss of Link to toggle Return to Home off/on.

• A check mark beside Return to Home on Loss of Link indicates that it is enabled

• No check mark indicates that it is disabled. 

• The default setting is for Return to Home to be enabled.

• Save the flight plan.

o From the pull-down menu select File, click Save> Save Flight Plan As...

o A Save As window will popup displaying the default Flight Plan folder.

• Any appropriate folder can be selected, but using the default location will make 

opening and saving files a bit easier.

• The file extension is irrelevant, but flight plans are text files, so using a “.txt” 

extension is appropriate.

o Click Save. 

• After the flight plan is saved a message box will pop up displaying the distance for the full 

course, the estimated zero-wind flight time, and the Return to Home status.

o Review the flight plan summary to ensure it is appropriate, and within the aircrafts limits.

o If not, be sure to make the necessary changes, and resave the flight plan before 

proceeding. 

o Click OK.
33

Editing Waypoints

Waypoints consist of a geographical position, altitude, airspeed, and actions for the aircraft to 

execute. The Edit Waypoint window, shown in Figure 24Figure 24, is used to edit waypoint 

parameters. It pops up whenever a new waypoint is added. The Edit Waypoint window can also 

be opened by right clicking on any waypoint.

After changing data in an edit box, all 

data fields and the map are updated by 

clicking in a different edit box or by 

clicking the Refresh Map button. 

• The Waypoint box defines the 

CURRENT waypoint that is being 

edited.

• The Previous Waypoint and Next 

Waypoint buttons can be used to 

scroll through the waypoints and 

the home location.

• The New Waypoint After button 

adds a new waypoint after the 

current waypoint, and increases, by 

1, the number of all subsequent 

waypoints.

• The New Waypoint Before button 

adds a new waypoint before the 

current waypoint, and increases, by 

1, the number of the current and all 

subsequent waypoints.

• The Delete Waypoint button 

removes the current waypoint, and 

decreases, by 1, the number of all 

subsequent waypoints.

o Up to 99 waypoints, indexed 

from 0-98, can be created.

o The aircraft flies to the 

waypoints sequentially starting 

from 0.

Figure 24. Edit waypoint window

1) Waypoint Action

• The Waypoint Action box defines what the aircraft will do when it reaches the current 

waypoint

o Reaching a waypoint is defined as coming within 260 ft of the waypoint, or flying past 

the waypoint on the current leg of the course.
34

o Fly Through: The aircraft will continue on to the next waypoint after reaching the current 

waypoint.

o Drop: Optionally equipped aircraft will drop deployable sensors or take still photos at the 

waypoint while the aircraft continues to fly through to the next waypoint. 

o Circle: The aircraft will circle the waypoint with a fixed radius for a user-specified 

duration.

o Cross Over: The aircraft will fly in a cross pattern for a selectable duration. It will 

alternately approach the waypoint from the North, South, East and West to provide a 

view of all sides of the waypoint.

• The Duration box pops up when either Circle and Cross Over are selected.

• Duration is defined from the time the aircraft reaches the waypoint until it departs for 

the next waypoint.

• As soon as the time expires, the aircraft will fly from it current location to the next 

waypoint (using a course leg defined by the center of the circle or cross and the next 

waypoint).

• If no time is entered (e.g., 0 min, 0 sec), the aircraft will fly through to the next 

waypoint.

o Land Here: The aircraft will consider this leg part of the final approach before landing.

2) Camera Action

• The Camera Action box defines how the camera is aimed while flying from the previous to 

the current waypoint and while executing the circle or cross pattern. For aircraft without the 

optional gimbaled camera, these parameters have no function. 

o Fixed to Plane: The camera’s aim point is fixed relative to the aircraft at selectable 

angles. The camera gimbals are locked so perturbations to the plane are translated to the 

camera. 

• Pan: Selects camera’s aim angle to the left or right of the aircraft from -90 to +135 

where negative values are left of center, 0 is center, positive values are right of center. 

• Tilt: Selects camera’s downward aim angle from 0 to -90 where 0 is straight ahead 

and -90 is straight down. 

o Look along Course: The camera’s aim point is fixed relative to the course line being 

flown at a selectable downward looking angle. The camera gimbals actively remove 

aircraft perturbations at frequencies less than 1⁄2 Hz so that the camera continues to look 

along the course line. 

• Tilt: Selects camera’s downward aim angle relative to the horizon from 0 to -90 

where 0 is straight ahead and -90 is straight down. For example, with the aircraft 

flying at 500’ above ground and tilt set to -45 deg, the camera would be focused 500’ 

ahead of the aircraft.

o Look at Point: The camera’s aim point is fixed relative to the current waypoint. The 

camera gimbals actively remove aircraft perturbations at frequencies less than 1⁄2 Hz so 

that the camera stays fixed on the point.

• Bearing: This is the geographical bearing (0-360 deg) from the current waypoint 

(waypoint to which the aircraft is flying) to the desired camera aim point. 

• Distance: This is the distance (in miles) from the current waypoint to the desired 

camera aim point. 
35

• If the distance is set to 0 the camera will look at the waypoint. For a distant waypoint 

the camera will initially be aimed close to the horizon, but as the aircraft approaches 

the waypoint the camera will continue to tilt down until it is looking directly down as 

the aircraft flies over the waypoint. 

3) Altitude 

• The Altitude box defines how high (in feet) the aircraft will be at the waypoint. 

o All altitudes are relative to where the plane was initialized, which should be the home 

location. (The pressure sensor used to estimate altitude is accurate to ±10 ft over a 1-

hour flight.

• For example, if a waypoint altitude is set to 500’, but the terrain at the waypoint’s 

geographic location is 300’ higher than the home location, the aircraft will only be 

200’ above the ground at the waypoint.

• Conversely, if the waypoint is over a valley and the home location is on a hill the 

waypoint altitude could be -100’ and the aircraft could be well above the terrain 

o When the altitude changes between two waypoints, the aircraft will fly a linear slope 

between the waypoints. 

• For example, if two waypoints are three miles apart with altitudes of 500’ and 800’ 

respectively, the aircraft will be at 700’ when it is 1 mile away from the second 

waypoint.

4) Airspeed

• The Airspeed box defines how fast (in mph) the aircraft will fly while approaching the 

current waypoint.

o While the aircraft will maintain a constant airspeed on each leg, ground speeds can vary 

significantly from airspeeds due to wind conditions. The operator is responsible for 

choosing an airspeed that is appropriate for the wind conditions. The Bat UAV will not 

navigate properly if it experiences a negative ground speed along its flight path. 

5) Waypoint Location 

A waypoint’s geographical location can be edited in 3 different ways:

1) The Latitude & Longitude coxes define the specific coordinates of the current waypoint. 

o Degrees are in whole numbers (e.g., 37).

o Minutes are decimal numbers (e.g., 121.345) there are no seconds.

o To use decimal degrees instead of degrees and decimal minutes, simply type the decimal 

degrees in the degrees box (e.g., 37.123445) and 0 in the minutes box.

o Be sure the to select the proper directions N-S and E-W for the latitude and longitude.

2) Relative Position box defines a position relative to home or another waypoint. 

o The Previous & Next buttons are used to select from which point the current waypoint’s 

relative position will be defined. Use these buttons to scroll through the waypoints and 

home location.

Compass Bearing: This is the geographical bearing (0-360 deg) from the point selected to 

the current waypoint.

o Distance: This is the distance (in miles) from the selected point to the current waypoint. 
36

o Slope: This is an optional means of setting the altitude of the current waypoint based on a 

slope angle from the selected point to the current waypoint. 

• If a slope is specified, the current waypoint’s altitude will automatically updated to 

meet the slope.

• If a slope angle is not entered, this box will automatically update to show a slope 

calculated from the current waypoint’s previously-entered altitude.

• For example, if the selected point is waypoint 1 and the current waypoint is 3, a 

negative slope will cause waypoint 3’s altitude to be less than waypoint 1’s altitude 

• The relative position method is useful for setting up landing approaches and checking 

climb gradients.

• Note: the altitude of home is 0 when slope is calculated using this function.

3) A waypoint can be graphically placed by dragging it on the map with the left mouse button

Notes on waypoint location:

• Changing information in any of the 3 ways causes the information to be updated in the other 

locations (e.g. clicking on the map will change the data in the lat/lon boxes and 

bearing/distance boxes). 

• If a waypoint’s position is changed so that it is off the current map, the map will be changed 

in the map window to show the current waypoint.

• If no map is available, a gray background will be displayed. 

• To place the current waypoint on a different map, select the desired map in the Map File

pull-down menu. The waypoint will be moved to the center of the selected map. Use the 

Next Waypoint or Previous Waypoint buttons from the Edit Waypoint window to display the 

map the other waypoints are on (the map for the current waypoint is always displayed), or 

use the Display Map menu to display any map.

Using and Editing Existing Flight Plans

After a flight plan has been saved, it can be reused at any time in its present form or as the basis 

for creating a new flight plan. 

• From the pull-down menu, select File click Open > Load Flight Plan.

o The Open file window will pop up with the default Flight Plan Folder.

o Locate the desired flight plan (either in the default folder or in any appropriate folder). 

o Click Open.

o The selected flight plan with the appropriate map will be displayed. 

o If no map exists in the database for the area of the flight plan, a plain gray background 

will be used.

• After the flight plan has opened, a message box will pop up displaying the distance for the 

full course, the estimated zero-wind flight time, and the Return to Home status. 

o Review the flight plan summary to ensure it is appropriate, and within the aircraft’s 

limits.

o If not, be sure to make the necessary changes and resave the flight plan before 

proceeding. 

• Click OK.

• The flight plan can now be used as is, or it can be modified in any way to create a new flight 

plan.
37

• Use the functions described in “Creating a Flight Plan” to modify the flight plan as desired.

• Before saving, sequentially step through all the waypoints to check their parameters.

• Save the new flight plan

o Review the flight plan summary to ensure it is appropriate and within the aircraft’s limits.

o If not, be sure to make the necessary changes, and resave the flight plan before 

proceeding. 

• Click OK.

Image Mosaic Flight Plan

An Image Mosaic or Paint Flight Plan is a special type of flight plan used to systematically 

search or map a designated area. A block of terrain is “painted” with the aircraft’s video camera 

or other sensors. 

Familiarity with the “Creating a Flight Plan” and “Editing Waypoints” sections is essential to 

understanding the procedures of creating a Paint Flight Plan. 

To create a Paint Flight Plan:

• Add and position 4 waypoints that 

outline the desired area to be painted as 

depicted in Figure 25Figure 25.

o Only the waypoint positions need to 

be entered. 

o All other necessary parameters will 

be set later.

o While placing the waypoints, keep in 

mind that the aircraft will fly its 

paint legs parallel to the line between 

wpt 0 and wpt 1. 

Figure 25. Four-waypoint outline for Paint Plan

• From the pull-down menu select Groundstation Flight-Plan and click Make Paint Pattern

o The Paint Path window will pop up with the following parameters: 

• Turn Cushion: This is the distance (in miles) that the aircraft will fly beyond the 

desired area to execute turns and line up for the next run.

• Separation: This is the displacement (in feet) between passes over the area to be 

painted. 

• Altitude: This is the altitude (in feet) above the home location, which will be used for 

all segments of the flight.

• Airspeed: The aircraft will maintain this airspeed (in mph) for all segments of the 

flight. 

o The user needs to choose the appropriate values, based on a number of factors including 

camera, terrain, and weather. 

• Example using the default values in the Paint Path window (0.15 mil, 250 ft, 400 ft, 

30 mph for the 4 respective parameters): The time to complete a turn an get on track 

will be 0.15 mil/30 mph x 3600 sec/hr = 18 seconds (just enough). With a camera 

viewing angle of 53 deg., the painted area on either side of a path line would be 400 ft 

x tan(26.5deg) = 200 ft. With a separation of 250ft, the mid point between paths is at 
38

125 ft, so the margin for error will be 75 ft. Given that there will be another 75 ft 

margin for the adjacent path, at total of 150 ft will be overlapped if the camera aiming 

error is 0. 

o Enter the appropriate parameters.

o Click OK.

• A series of new waypoints for the 

aircraft to fly the paint plan will 

automatically be generated and the 

original box will be designated with a 

black line as depicted in Figure 26Figure 

26.

• Enable/Disable Return to Home.

• Save the flight plan.

o From the pull-down menu, select 

Groundstation Flight-Plan click 

Save Flight Plan As...

• When the message box appears, review 

the flight plan summary to ensure it is 

appropriate and within the aircrafts 

limits.

• If not, be sure to make the necessary 

changes, and resave the flight plan 

before proceeding. 

• Click OK.

Figure 26.Automatically generated waypoints 

overlaying originally selected area

Initializing the Aircraft

Prior to launching the aircraft, it must be initialized and a flight plan must be uploaded. 

During the initialization process, a number of checks need to be performed by the operator to 

ensure the aircraft’s safety. The MLB flight control system uses many components not 

specifically designed for aerospace applications to produce small yet very capable aircraft at a 

relatively low cost. These components infrequently initialize in such a way that merely hinder a 

terrestrial system but could result in complete loss of an aircraft. A quick visual scan of the 

initialization window will ensure that this does not happen.

• If previous flight data is still being displayed, use the File...Clear Flight Data menu to erase 

this data. 

• Clearing previous flight plan information is not necessary.

• The initialization process should not be started until the aircraft preflight procedures have 

been completed and it is otherwise ready for launch. Refer to the section on “Aircraft 

Preparation” for the proper preflight procedures.

• Begin by loading an existing flight plan or creating a new one. Refer to the section on 

“Creating a Flight Plan”.

o If a new flight plan is created, don’t forget to save it before proceeding.

• Initiate the launch sequence.
39

• From the pull-down menu select Aircraft and click Start up.

o A Launch Method dialog box will ask whether the launch will be Autonomous. 

o An autonomous launch requires no pilot involvement. Once the engine is started and the 

aircraft is ready to go, the R/C transmitter is switched to Autonomous mode, which 

causes the throttle to automatically advance to full. The flight computer then waits to 

detect the launch acceleration. Upon detecting the launch, the flight computer initiates a 

climb out sequence up to 100’ prior to initiating normal waypoint navigation to wpt 0. 

• If autonomous launch is selected, the aircraft is launched under manual control, and 

the R/C transmitter is switched to Autonomous mode after the aircraft is airborne, the 

flight computer will remain in standby and hold the engine at full throttle while 

waiting to detect the launch. The plane will eventually crash. 

• An aircraft can be secovered from this scenario by quickly switching the R/C 

transmitter back to manual mode and landing the aircraft manually. 

o A manual launch requires a pilot to manually fly the aircraft for takeoff. Upon reaching a 

safe attitude the R/C transmitter can be switched to Autonomous mode and the flight 

computer will initiate normal waypoint navigation to wpt 0.

• If manual launch is selected, the flight computer will not initiate the climb out 

sequence and the aircraft could crash if the R/C transmitter is switched to 

Autonomous mode prior to launch or too quickly after launch.

o Select Yes for autonomous launch, No for manual launch.

• A Connect Now message box (Figure

27Figure 27) will pop up prompting for the 

aircraft to be turned on.

o Turn the aircraft main switch to on. 

o Turn the ground station modem on.

o Wait until the modem lights stop 

blinking. 

o Level the aircraft and hold it still for 

initialization.

o Click OK.

Figure 27. Connect now message box

• A Startup window will pop up with a checklist of the initialization sequence (Figure 28Figure 

28).

o Red lights indicate that the task has not begun. 

o Yellow lights indicate that the task is being processed, and each turn of the dial represents an 

exchange of data between the aircraft and groundstation. 

o Green lights indicate that the function has been completed. 

o The hold still checklist item indicates that the aircraft’s sensors are being zeroed and 

calibrated, and the aircraft must be still and level for this operation. 

• If the sensors are not calibrated properly, the aircraft may have difficulties during and 

autonomous launch and the camera aiming will be inaccurate for the entire flight. 

• Place or hold the aircraft on the ground with its wings and fuselage level and ensure that 

the plane remains still. 

o After all the lights are green • Check that the launch method is 

correct.
40

• Check the Max Altitude window; 

this is the maximum altitude, 

above the ground station, that the 

aircraft sensors can measure. 

• Be sure that the flight plan does 

not contain any altitudes above 

the max altitude. 

• Check the Distance from Home

window; this displays how far (in 

miles) the aircraft is from the 

flight-plan's home location. 

• Assuming home is defined as 

where the aircraft is, the distance 

from home should be less than 

0.05 miles.

• If the GPS unit acquires satellites 

before it reaches thermal 

equilibrium, it may have some 

position error. The error will be 

corrected as the circuitry warms 

up.

• If the distance from home is not 

reasonable, based on your 

location, wait a few minutes to 

see if it improves, or power down 

the aircraft and restart the 

initialization process. 

Click on Send Course

• The Startup message box will close.

Figure 28. Startup window

• A Comm message box will popup, 

Figure 29Figure 29, showing the 

progress of the flight plan being 

uploaded. 

o Wait for the lights to turn green as 

the data for each waypoint is 

uploaded. The waypoints on the 

map turn green as well.

• The initialization is now complete and 

the aircraft is ready for launch. 

• Prior to launching the plane perform a 

final check of the system:

o Check that telemetry is being 

received.

Figure 29. Comm message box

o Check that the battery voltage is sufficient for the flight.

o Check that there is sufficient fuel for the flight.

o Check that the GPS status is “Good”.

o Check that the distance from home is appropriate, and that aircraft symbol is in the 

appropriate position on the map display.
41

Re-tasking Aircraft

The aircraft may be re-tasked at any time during flight. Individual or multiple waypoints can be 

edited, the aircraft can be redirected to an out of sequence waypoint, or an entirely new flight 

plans can be opened. Essentially all of the tools available in creating a flight plan can be used to 

re-task the aircraft. 

While the process of re-tasking the aircraft is quite simple, careful planning is essential to ensure 

the aircraft’s safety. Consideration must be given to how the aircraft will transition to the new 

course, how much time will be added to the flight plan, and where the aircraft will be at the end 

of its flight plan. Ensure that a flight plan will always return the aircraft close to the home 

location at a reasonable altitude. Never assume that a return/landing sequence can uploaded at a 

later time. The aircraft does not rely on communication with the Groundstation software to 

maintain flight or follow a flight plan. This allows the aircraft to continue flying if 

communication is lost or the ground station crashes, but re-tasking the aircraft may be 

impossible.

• A flight plan being edited on the Groundstation is not active until it has been sent up to the 

aircraft, and a confirmation is received from the aircraft that it has a viable flight plan. 

o While changes are being made on the Groundstation, the aircraft continues to fly its old 

flight plan.

o Waypoints that have been edited change from green to red. Once the changes have been 

uploaded and confirmed by the aircraft, the waypoints will revert to greeo.

• To move individual points, simply drag them to a new location. 

• The Waypoint Edit window can be used to change all of the waypoint’s parameters and to 

add or remove waypoints. 

• An entirely new flight plan can be opened: from the pull-down menu, select File and click 

Load Flight Plan...

• Loading a new flight plan will erase the old flight plan, but the flight data will not be altered. 

• Once the flight plan has been edited or loaded into the groundstation, it needs to be uploaded 

to the aircraft. From the pull-down menu select Aircraft Flight-Plan and click Upload 

Course to Aircraft. 

o A Dialog box will pop up prompting for the waypoint at which to begin the new course, 

unless the plane is being flown manually.

o Select the desired waypoint number and click OK.

o A Comm message box will pop up showing the progress of the flight plan being 

uploaded. 

o Wait for the lights to turn green as the data for each waypoint is uploaded.

• Alternatively, the aircraft can be redirected to any waypoint without editing the course. From 

the pull-down menu, select Aircraft Flight-Plan...Go to Waypoint and click on the desired 

waypoint number. 

o The aircraft will create a course line directly from its current position to the desired 

waypoint using the selected waypoint’s parameters.
42

o The aircraft’s altitude will change along a line from the current altitude to attain the 

altitude of the desired waypoint when it reaches the waypoint.

o The aircraft will then continue the flight plan from the selected waypoint. 

o If Home is selected, the aircraft will proceed to the home location at 30 mph and 500 ft 

altitude, and orbit at 500’ feet until redirected. The altitude will change to 500 ft at the 

aircraft’s fastest rate of climb or descent.

Reviewing the Aircraft’s Course

The current flight plan that the aircraft is using can be sent from the aircraft to the groundstation. 

Reviewing the aircraft’s course is useful when the ground station’s course is accidentally edited 

or the user wishes to start fresh after lots of edits. If the groundstation computer hangs or 

crashes, downloading the aircraft’s course will load the current flight plan back into the ground 

station, once restarted. 

To review the aircraft’s current flight plan: 

• From the pull-down menu select Groundstation Flight-Plan and click Download Course 

from Aircraft. 

Shut down Aircraft

Aircraft equipped with internal data logging must be shut down from the ground station to ensure 

that the data memory is not corrupted. Aircraft without data logging may be shut down with the 

aircraft main power switch at any time after landing. 

To shut down the aircraft from the ground 

station:

• From the pull-down menu select Aircraft

and click Shut Down!. 

o A Confirm Shutdown message box 

will pop up (Figure 30Figure 30).

o Review the Confirm Shutdown 

checklist. 

o When ready, click Yes.

Figure 30/ Confirm shutdown

• A text box (Figure 31Figure 31) will pop 

up displaying the communication 

between the aircraft and ground station 

during the shutdown procedure.

o When the C:> appears, click Done.

As a safety measure, the aircraft cannot be 

shut down while the airspeed is reading 

above 10 mph. If the airspeed measurement 

has drifted during flight, sucking on the 

airspeed probe may be necessary to lower 

the airspeed reading.
43

Figure 31. Shutdown text box

Saving and Loading Flight Data

The Flight Data displayed on the groundstation is held in memory. When the groundstation 

program is closed, this data is automatically saved to a text file named "lastflight.csv" in the 

directory where the ground station is installed. 

• The data can be saved at any time while the program is running.

o From the pull-down menu select File and click Save> Save Flight Data.

• The Flight Data can also be loaded back into the groundstation to review a flight. 

o From the pull-down menu select File and click Open> Load Flight Data. 

Flight data format

The flight data is stored in a text file that most spreadsheet programs should recognize as a 

"comma separated variable" or "CSV" file. Each variable is in its own column, and each column 

is separated by a comma. The first line lists the names of the variable stored in each column. The 

variables are the same as those on the list of the plot drop-down box.
44

Flight Plan Format

The flight plans are simple text files. It is possible to edit them by hand, but not recommended as it 

is very easy to introduce errors. The following is a line-by-line description of the flight-plan-file:

Line 

Number

Example Description

1. 0

0=Return-to-Home Enabled 

1=Return-to-Home Disabled

2. 37.4257 -121.96105 Latitude/Longitude of home location 

(decimal degrees)

3. 4 How many waypoints follow.

4. 0.0 0.25 400 30 Waypoint 0 data: miles East of Home, miles 

North of Home, altitude in feet, speed in MPH

5. -.25 .25 400 30 Waypoint 1 data

6. -.25 0.0 400 30 Waypoint 2 data

7. 0.0 0.0 400 30 Waypoint 3 data

8.

0,0,0,-45,0

Waypoint 0 Modes; 

Flight Mode, Flight Mode Data, Camera Mode, 

Camera tilt, Camera pan 

(fly through, camera fixed at -45 tilt, 0 pan)

9. 3,150,2,-.25,0.25 Waypoint 1 Modes: Cross over 150 seconds, aim 

camera at waypoint.

10. 2,190,2,-.25, 0.0 Waypoint 2 Modes: Circle 190 Seconds, aim 

camera at waypoint

11. 1,0,1,-45,0 Waypoint 3 Modes: Drop, look down course line 

with camera tilt = -45 degrees.
45

Configuration file format

The configuration file (groundstation.cfg) is used by the program to store information when the 

code is not running. About the only modifications to it that should be necessary are updating the 

map database (deleting maps or changing the path to a map).

Line 

Number

Example Description

1. MLB V1.0 File Title

2. 1860,3135,12090,9660 Groundstation window 

size and location

3. 1

1=Show map, 0=Hide 

map

4. 235,109,142,60,190 Not Used

5. 2

How many maps in the 

database

6. "nasa_ames.bmp",37.398,37.426,-122.059,-

122.031

Map 1 data:

Name, Min Lat, Max 

Lat

Min Lon, Max Lon

7. "firstst.jpg",37.409,37.438,-121.974,-

121.946

Map 2 data

Notes: 

• Usually the map names are the complete path 

(e.g., "c:\windows\desktop\MLB Groundstation\firstst.jpg")

• The lat/lon numbers have been truncated-- usually much more precision is necessary. These 

changes were made to the example to enhance readability.

• The first map in the map database list is displayed when the groundstation is started up. To 

bring your favorite map up by default, move its line to the top of the list.

• Always make a backup copy of groundstation.cfg when editing it, because if there is an error 

you could have to re-calibrate every map in the database.
46

Autonomous takeoff procedures

The most important aspect of an autonomous launch is to select “Yes” to “Autonomous Launch” 

from the “Launch Method” window during groundstation aircraft startup procedure. The 

operator also needs to set appropriate parameters for the first waypoint (wpt 0) so the aircraft can 

execute a smooth transition from launch to waypoint navigation. 

• Wpt 0 should be a short distance from the launch location (1⁄4 to 3⁄4 mile).

• Wpt 0’s altitude should be at a reasonable height above the launch location (300 to 500 ft).

• The operator should know exactly where wpt 0 is relative to the launch location, so that 

proper navigation can be confirmed immediately after launch.

Autonomous landing procedures

An autonomous landing is the same as normal waypoint navigation except that the final 

waypoints define a slope and an approach direction for landing. A final approach waypoint is set 

so that the aircraft’s landing direction will be from that point to the desired landing site. The 

aircraft is capable of flying an 8 degree glide slope (in still air conditions), so an appropriate 

altitude and distance from the approach waypoint to the landing point needs to be chosen. 

Consideration must be given for wind conditions, landing field geometry, and approach path 

obstructions. Also, the final approach leg should be at least 1⁄4 mile long, so that the aircraft has 

plenty of time to correct for transient errors incurred at the final turn and to establish itself on the 

proper flight path. Additional distance should be provided if the turn to final is greater than 45 

degree of heading change. 

For example, a final approach waypoint altitude of 400 ft would require an approach distance of 

2846 ft or just over 1⁄2 mile (i.e. 400’/tan(8 deg) = 2846’. 2846’/(5280 ft/mile) = 0.54 miles). 

However, if a 50’ high power line crosses the approach path ~500 feet from the desired 

touchdown point, this would be a risky approach (i.e., 500’ * tan(8deg) =70’). If the aircraft flew 

the trajectory perfectly, the aircraft would have only a 20 ft safety margin to clear the power line. 

To perform an autonomous landing:

• Set an appropriate final approach waypoint.

o Maximum glide slope of 8 degrees 

o Minimum distance 1⁄4 miles

o Speed 30 mph

• Set a waypoint at the desired landing point.

o Speed 30 mph

o Altitude 1 foot below ground level 

o If the landing is not at the home location, be sure to accurately know the elevation 

difference of the two locations.

• Set an additional waypoint a short distance 100’ beyond the desired landing point to ensure 

that the aircraft will continue to descend and land if it overshoots the landing waypoint.

o Speed 30mph

o Altitude well below ground level (50’) 
47

Voice Error Messages

The Groundstation monitors many of the parameters the aircraft transmits, and will give audible 

warnings if certain thresholds are reached. If these warnings do not seem appropriate for your 

particular operations, un-check the Aircraft...Sound Warnings menu.

Tutorial 1 (Creating a flight plan)

This tutorial can be completed without the aircraft or any additional equipment other than the 

laptop computer. It is a systematic example of how to create a flight plan that uses a broad range 

of the system functions. For more detail on the features introduced here refer to the previous 

sections.

1) Getting started

After booting up the laptop computer, start the MLB Groundstation station software by doubleclicking on the Groundstation icon located on the desktop or on the taskbar. 

2) Add a Map

• Open the directory C:\MLB Files\Maps\ and copy the file firstst.jpg. Paste it into the same 

directory and rename it firstst1.jpg.

• From the Groundstation’s pull-down menu, select Map and click on Add New Map...

• From the list of maps in the “Open” window select firstst1.jpg and click open.

• Click OK in the dialog box.

• Left Click at the intersection of Disk Dr and Norteck Pkwy (this is approximately in the 

center of the map).

• In the Latitude box, type 37 Degrees, and 25.360 minutes N.

• In the Longitude box, type 121 Degrees, and 57.619 minutes W.

• Be sure the to select the proper directions (N & W)

• Click OK.

• Click OK in the dialog box.

• Use the scroll bar on the right side of the map to show more of the map’s upper section.

• Left Click at the intersection of the railway tracks and Los Esteros Rd. 

• In the Latitude box, type 37 Degrees, and 25.864 minutes N.

• In the Longitude box, type 121 Degrees, and 57.721 minutes W.

• Be sure the to select the proper directions (N & W).

• Click OK

Alternately, you may use the lat/lon grid lines shown on the map to calibrate it. The lines are 

labeled along the top and left edges.

3) Create a Flight Plan

A flight plan consists of a series of waypoints that determine the aircraft’s path. Each waypoint 

defines an airspeed, altitude, and camera setting.
48

If an error was made during the map calibration, it may not be apparent until a waypoint is 

added. If the map jumps significantly or disappears completely when the first waypoint is added, 

delete the map or recalibrate it.

To create the first waypoint:

• From the pull-down menu select Groundstation Flight-Plan, and click on Add a waypoint

• The home location and a waypoint will be placed on the map and the Edit Waypoint window 

will pop up, displaying the waypoint’s parameters. 

• If the Edit Waypoint window is accidentally closed, reopen it by right clicking the waypoint 

icon on the map.

• Progressing from the top down in the Edit Waypoint window:

• The Waypoint box will show 0.

• Skip past the Add/Delete Waypoint buttons.

• In the Waypoint Action box, select Fly Through (default).

• When the aircraft reaches this point, it will continue on to the next waypoint. 

• In the Camera Action box select Fixed to Plane, 0 Pan Deg, -45 Tilt Deg.

• The camera will be locked to the aircraft looking straight ahead and down 45 degrees. 

• In the Altitude and Airspeed boxes, type 400, and 30.

• The aircraft will reach waypoint 0 at 400 ft above the launch altitude with an airspeed of 30 

mph.

• Click OK to close the Waypoint Edit window.

• Move Waypoint 0 to an interesting position.

• In the map area left click the Waypoint 0 icon and drag it a short distance west of its location.

Now create a second waypoint that the aircraft will orbit for 5 minutes:

• From the pull-down menu, select Groundstation Flight-Plan, and click on Add a waypoint.

• In the Edit Waypoint window be sure that Waypoint 1 is selected; if not, click on Previous 

Waypoint or Next Waypoint to scroll through the waypoints.

• In the Waypoint Action box, select Circle.

• Notice that a circle has been drawn around Waypoint 1.

• Click in the Duration box and type 5 min.

• In the Camera Action box, select Look at point.

• In the bearing box, type 0; in the distance box, type 0. 

• The Camera will look at Waypoint 1 while the aircraft flies towards the waypoint and while 

it orbits it.

• In the Altitude and Airspeed boxes, type 500 and 30, respectively.

• In the Latitude boxes, type 37 Degrees, 25.864 Minutes N.

• In the Longitude boxes, type 121 Degrees, 57.721 Minutes W.

• Click Refresh Map.

• Waypoint 1 with its circle will move to the railroad crossing at Los Esteros Rd. (if the map 

was calibrated properly). 

Now create a third waypoint close to home:

• In the Waypoint box, be sure 1 is displayed

• Click on New Waypoint After.
49

• In the Waypoint box, click Previous Waypoint to move back to Waypoint 2.

• Leave all parameters at their defaults.

• Skip down to the Relative Position box.

• Use the Previous or Next buttons to scroll to “From Home to Wpt 2”.

• In the Compass Bearing box, type 90.

• In the Distance box, type 0.1.

• Click OK.

Save the Flight Plan:

On the main menu select File, and click on Save> Save Flight Plan As... 

Flight Plan Synopsis: 

After takeoff, the aircraft will climb to wpt 0 at 30 mph with its camera locked to the aircraft 

heading and looking 45 deg below the horizon.

After reaching wpt 0, the aircraft will continue flying at 30 mph and begin a slow climb to 

reach wpt 1 at 500 ft. The camera will look towards Waypoint 1.

Upon reaching wpt 1, the plane will begin its orbit for 5 minutes. The camera will 

automatically switch from looking along the course line to focusing on wpt 1.

After 5 minutes of orbiting, the aircraft will head to wpt 2 at 30 mph while slowly descending 

back to 400 ft. The camera will be locked to the aircraft heading and looking 45 degrees 

below the horizon.

After reaching wpt 2, the aircraft will head for wpt 0 and repeat the pattern. 

Home is not a regular waypoint for a flight pattern. 

Things to try:

Put waypoints on the map gridlines to check the map’s calibration.

Delete the map when you’re done, since it is already in the database under a different name.
50

OPERATING INSTRUCTIONS

This section provides a concise summary of everything that needs to be done to ensure 

successful flights. Anyone conducting flight operations with the Bat UAV should be very 

familiar with this section of the manual. If you are unsure of how to perform any of the 

procedures listed here, refer to the sections on HARDWARE and SOFTWARE IN-DEPTH 

PROCEDURES.

Advanced Preparation 

Charge Batteries

Aircraft:

1) 14.4 volt Li-ionminimum 3 hours

Ground Station: 

1) Laptop per manufacturers specs

2) Video Deck per manufacturers specs

3) R/C transmitter per manufacturers specs

4) Ground station gel cell 4-12 hour trickle charge

5) Engine starter 4-12 hour trickle charge

Mix Fuel (enough for planned missions)

Check Video Deck 

Ensure that the video deck contains a tape for recording, and cue the tape to an appropriate 

starting point. 

Prepare Flight Plan

A flight plan can be created in the field; however, completing some or all of the work prior to 

departing for field operations will reduce the onsite workload where time is often short. If 

possible: 

1) Load and calibrate appropriate maps.

2) Enter Latitude/Longitude coordinates of home location. 

3) Enter waypoint locations.

Flight Operations

Prior to setting out the equipment, assess the location’s feasibility for flight operations. The Bat 

requires a relatively level area of at least 100 m by 50 m. The 100 m orientatioo must be aligned 

with the wind, and cannot be obstructed by buildings, hills or trees that will interfere with the 

launch departure or landing approach. Additionally, no obstructions may block the line of sight 

from the aircraft to the ground station during flight operations. Once a location that is suitable for 

the current conditions has been selected, choose an appropriate place to set up. The ground 

station should be located at a safe distance from the landing area (at least 50 ft) with no vehicles 

or obstructions between the ground station and the takeoff/landing areas. The objective is to 

provide the operator with easy access to the takeoff/landing areas and clear visibility of the 

aircraft while maintaining a safe distance. 
51

Flight operations start with the setup of the ground station and the airplane. A good practice that 

helps to ensure that nothing is omitted during the ground station and aircraft setup is to conduct 

each of these operations separately. Finish the aircraft setup prior to setting up the ground 

station, or visa versa, or have different people be responsible for each of these tasks. Once the 

preflight aircraft checks have been completed and the ground station is ready, the startup and 

launch sequence can be initiated. 

1) Airplane Setup

• Attach the wings 

o Hold the wing by its leading edge near the wing root (thumb on top and fingers 

underneath), and use the other hand to support the wing tip. 

o Slide the wing partially onto the main spar.

o Attach the servo wire connectors for the flaps and ailerons ensuring that all wiring goes 

into the wing or fuselage.

o Check that the trailing edge alignment pin inserts into its hole in the wing root.

o Listen for the sound of the snap button locking into place and check with a finger to 

ensure that it is locked.

• Fuel the aircraft.

• Check airspeed probe. Ensure that it is properly mounted, and look through it to confirm that 

it is unobstructed. 

Pre-flight Inspection

Once the aircraft has been fully assembled, perform a thorough inspection to confirm that 

nothing has been omitted. 

• Check that the power switch is in the off position.

• Check that all 4 antennas are mounted securely and have no visible damage.

• Check that both wings are locked into place, and that they are not visibly damaged. 

• Check that the aileron and flap surfaces move easily, and that the servos and linkages are 

OK.

• Check that the tail surfaces are not damaged. 

• Check the elevator/rudders for movement, and that the servos and linkages are OK.

• Check that the engine, propeller, spinner, and muffler are all mounted securely.

• Check that the carburetor venturi is clean.

• Check that all fuel and vent lines are securely attached to their proper connections.

• Check that the throttle servo and linkage are OK.

• Check that the airspeed probe is CLEAR and securely mounted. 

• Confirm that there is sufficient fuel for the flight. If the fuel tank was not filled to its 

overglow point, open the access hatch and visually inspect the fuel level.

Only after all of the checks are completed should the aircraft be turned on for the startup 

procedure.

2) Ground Station

• Open the PelicanTM case and remove the following items from their storage space:

(Be sure none of the cables are pinched when lowering the shelf.)

o R/C transmitter
52

o Tracking antenna head with tripod

o Flat plate antenna

o Cables: serial, coaxial, data/power

• Open the laptop & video deck and initiate computer boot-up.

• Assemble the antenna and attach cables to the video receiver, power, and USB Port.

• Secure video cable to tripod. 

• Place the modem outside the PelicanTM case (away from the video antenna) and attach the 

serial and power cables. 

• Connect the modem serial data cable to the computer.

• Connect power cable to the video receiver. 

• If using the live video display on the laptop, connect the USB video adapter to the video 

receiver and to the laptop. 

• Start the ground station code on the laptop (click the MLB Groundstation icon on the 

taskbar).

• From the File menu select Load Flight Plan (assuming that a flight plan was written ahead of 

time), or create a new flight plan as explained in the SOFTWARE IN-DEPTH 

PROCEDURES.

• Review the flight plan and click OK when ready.

• From the pull down menu select Aircraft and click on Startup.

• Select appropriate launch method (autonomous or manual).

• Turn on the aircraft.

• Turn on the Modem/Receiver power switch at the ground station.

o Wait for the modem to initialize (5-10 seconds).

• Ensure that the aircraft is level (as it sits on its landing gear).

• Click OK in “Connect Now” dialog box.

• Wait for the column of lights to turn green in “Startup Window”.

• Verify that the flight plan does not include any altitudes higher than the maximum allowable.

• Verify that the distance to home is no greater than 0.05 miles, or the appropriate distance if 

the aircraft it not at the home location. 

• Click on “Send Course” button.

Video and Telemetry Check

• Check that the video receiver is set to proper channel.

• Turn on the video tape deck and check that the tape is cued.

• Check that video is being received. The tape deck should show a picture from the aircraft’s 

camera. 

• Check that telemetry is being received. The laptop should ping at 1 Hz, the telemetry status 

wheel should rotate, and the aircraft’s state should update (compass heading, airspeed, 

altitude, etc).

3) Takeoff

If there is any doubt whether the engine is properly tuned, start the engine on the ground, adjust 

the needle valves, and stop the engine prior to mounting the aircraft on the catapult.
53

Catapult

• Mount the aircraft on the catapult tray.

o A small amount of bungee tension helps during the mounting process.

o Check that the aircraft’s launching pins are BOTH properly locked to the catapult tray.

• Check the release pin is securely fastened in place.

• Tension the catapult bungee appropriately:

o 100% fully loaded aircraft with no wind, or at high altitudes

o 90% fully loaded aircraft with moderate wind

o 80% lightly loaded aircraft with moderate wind

• Check that the tensioning cords are properly aligned on all its pulleys.

Engine Start

• Check that the Auto/Manual (gear) switch, on the R/C transmitter, is in the manual position 

(flipped away from the operator). 

• Turn on the R/C transmitter.

• Set the throttle stick to idle (down) and the throttle trim to full (up).

• Start the engine with electric starter.

• Warm up engine. Run the engine at a high setting until it runs smoothly and then cycle the 

throttle until the engine runs smoothly at full throttle.

• Check the engine max RPM on the ground station display (should be 7,700 rpm or higher).

Launch

• Check wind direction, and do a final survey of the takeoff area.

• Perform a final status check at the groundstation.

• Check for telemetry.

• Check battery voltage is greater than 14.5 volts.

• Check that airspeed is greater than 0.

• Check that groundspeed is 0.

• Check that the distance to home and location of the airplane icon on the map display are 

accurate.

• Check aircraft status is Manual.

• Check GPS status.

Do NOT fly if the GPS status is not “Good”.

• Start recording video. 

• Turn the video antenna tracking system power switch on.

Autonomous Launch

• Switch the R/C transmitter to autonomous mode.

• Wait for the engine to reach full RPM and confirm that it sounds good.

• Launch the aircraft and check that it executes a proper climb out.

Manual Launch

• Verify that R/C transmitter is in manual mode.

• Advance the throttle to full.

• Wait for the engine to reach full RPM and confirm that it sounds good.
54

• Launch and manually fly the aircraft.

Transition to Autonomous Flight

• Verify at the groundstation that all of the aircraft’s systems are functioning.

• Once the aircraft is above 200 ft. and clear of all obstructions switch the R/C transmitter to 

autonomous mode.

• The aircraft can be returned to home by moving both the throttle stick and trim to the idle 

position. 

4) Landing

Autonomous Landing

• Create and landing approach path into the wind.

• Set a designated landing waypoint at the desired touchdown point. 

• Set an additional waypoint beyond and below the landing waypoint. 

Manual Landing

• Allow the aircraft to fly autonomously to a point where the pilot can comfortably take 

control.

• Set the throttle stick to center and trim to full.

• Switch to manual control and land the plane. 

5) Post-flight Operations

Ground station 

• Execute aircraft shutdown.

• Stop video recording and switch off tape deck.

• Switch off the R/C transmitter and collapse the antenna (so it does not get damaged).

• Switch off power to the video antenna tracking system.

• Switch off Modem/Receiver power. 

• If conducting further flight operations be sure to go through all of the procedures and checks 

starting with loading a flight plan.

• Shut down laptop.

• Detach cables and stow components in the PelicanTM case

• Ensure that cables are not pinched when the lid of the case is closed.

Aircraft 

• Shut off flight computer. 

• Perform a post-flight inspection of the aircraft to check for damage.

• If conducting further flight operations, be sure to go through all of the procedures and checks 

starting with the preflight inspection.

• Remove remaining fuel from aircraft.

• Remove wings. 
55

SPECIFICATIONS

{PRIVATE}Uses Short range surveillance and remote sensing

Powerplant 1.4 cubic inch (23cc) 2-stroke engine 

Fuel Gasoline & oil mixture 40:1

Wingspan 72 inches

Gross weight 19.0 lbs (maximum)

Payload 5.0 lbs

Speed 25 to 50 mph

Duration 6 hours

Altitude (maximum 

operating) 9000 feet

Range 6.0 mile radius (telemetry limited); 200 mile range (fuel limit) 

Sensor

Color CCD video cameras with 53 & 17 deg FOV on 3 axis 

stabilized gimbaled mount; Optional infrared video, high 

resolution still camera, and special agricultural camera available 

Data Link 900 MHz 2-way data comm (800 mw); 2.4 GHz video downlink 

(800 mw)

Launch Autonomous car-top catapult launcher or hand launch

Recovery Automatic return-to-base with manual recovery or autonomous 

GPS landing 

Guidance

GPS waypoint navigation with autonomous launch and landing 

Aircraft navigates a specified flight path using GPS guidance. 

Altitude and airspeed are specified for each course leg.

Ground Station

PC laptop with moving-map and flight data displays is used to 

monitor the flight and store data. Video receiving and recording of 

color video from onboard camera.

Radio Control Uplink 72 Mhz R/C 8 channel PCM uplink for manual control increases 

ability to launch and land in confined areas. 

Support equipment

Tracking antenna for 2.4GHz system, omni-directional antenna for 

900MHz system, power supplies, engine starter, fuel container, 

and shipping cases all included in standard system.

Training and Support

Initial ground and flight training provided at MLB facilities as part 

of standard system. Additional support (flight operations, on-site 

flight training, and repais) area available.

Warranty Warranty against manufacturer defects for 30 days after delivery.
56

CHECK LISTS

Advanced Preparation

Charge Batteries

aircraft main 

laptop 

video deck 

ground station 12 volt pack

R/C radio uplink transmitter

electric starter

Set up Maps and Missions 

load map for area of operation

ensure proper map calibration

create and save flight plan

ensure terrain and obstacle clearance

limit climb and descent rates to ± 800 fpm

limit speed to <50 mph IAS

limit turns to <40 mph IAS

limit mission duration to <5 hour

limit mission radius <6 miles
57

Flight Operations

Survey Launch Area

ensure takeoff and landing areas large enough and clear of obstructions

100 X 100 yard landing area, 350 yards to 50 ft obstacle

check wind direction & speed for launch and landing

ensure wind and gusts < 30 mph or don’t fly

Aircraft Set-Up

fuel aircraft 

attach wings

ensure servo wires are appropriately connected

check snap buttons are locked in place

deployed modem antenna

attach tracking beacon

check airspeed probe for blockage 

Catapult Set-up

unfold catapult

lock elevation 

ensure catapult securely mounted on roof racks

 ensure ropes & pulleys properly routed and clear

lock release-pin 

Ground Station Set-Up

boot laptop

set-up tracking antenna

check orientation is pointed to geographic North

attach data/power cable to antenna, power supply and laptop

attach coaxial cable to antenna and receiver

face antenna south and attach cable to tripod leg

set-up modem

attach power cable to modem and power supply

attach data cable to modem and laptop

set-up video receiver 

check that the power cable is connected

check that the video cable is connected from receiver to video deck 

if viewing video on laptop set up USB video adapter

connect video adapter to video receiver

connect video adapter to laptop’s USB port

start ground station code 

load proper course into ground station

turn on video deck

ensure video tape cued
58

Preflight Aircraft

ensure aircraft fueled 

visually inspect fuel level from inside access hatch if necessary

check fuel lines unobstructed & properly attached

check engine and muffler secure

check propeller for damage and securely mounted

check control surfaces for solid feel and free movement

check camera turret for solid feel and free movement

check camera lens clear

check all antennas properly installed/deployed

video

modem

radio 

tracking beacon

CHECK AIRSPEED PROBE CLEAR

prime engine

Preflight Ground Station

check appropriate course is loaded

wpt0 should be in launch direction at 1⁄4 - 3⁄4 mile out

check appropriate launch mode selected

momentarily switch R/C transmitter to autonomous mode and check flight status

“launch” for autonomous launch 

“wpt 0” for manual launch

check GPS status

check distance from home

check battery level

check fuel level

Pre-launch Checks

check engine is warmed-up

check data link status

check GPS status

check distance from home

check airspeed/groundspeed 

start video recoding 

turn on antenna power switch
59

FLIGHT TRAINING 

This is a set of checklist-style instructions to be used by a team of operators for flight training. 

The main difference between these instructions and the previous set of checklists is that the tasks 

are distinctly separated for the different operators, and some comments are added to provide 

sequencing among the operators. 

These instructions are set up for three operators, but the last two categories can be combined into 

a single operator’s tasks. 

1) Ground station

2) Aircraft 

3) Catapult 
60

Ground Station Operator

Ground Station Set-Up & Operation

Unpack

• R/C transmitter

• Modem 

• Antenna 

• Cables 

Boot laptop

Connect modem

Connect & align antenna

Connect video deck

Start MLB Groundstation software

Initialize antenna port 

Open existing flight plan or create new flight plan

Wait for aircraft operator to complete preflight preparation

Have aircraft operator switch on aircraft 

Switch on modem/receiver power 

Initialize aircraft

Switch on video deck

Give go ahead for R/C operator to test controls mount & start aircraft

Wait for catapult operator to start aircraft

Do final check that all systems are OK

Switch on video antenna automatic tracking system power

Start video recording

Give go ahead to launch aircraft

Closely monitor aircraft data on climb-out

Monitor aircraft & video during flight

Prior to commencing landing approach

Check that autopilot is unlocked

Check that R/C operator is ready

Closely monitor aircraft on descent to landing approach & on final approach
61

Aircraft & R/C Operator

Aircraft Set-Up

Attach wings

Fuel aircraft

Deploy modem antenna

Attach tracking beacon

Aircraft Preflight

Check fuel line securely attached

Check carburetor clean

Check engine and muffler securely mounted

Check rudder/elevator controls

Check wings locked & aileron controls

Check all antennas secure (4)

Check camera and lens

Check airspeed probe for blockage

Check landing gear

Prime engine

Inform ground station operator that the aircraft is ready

Wait for ground station operator to prepare flight plan

Turn aircraft on when requested by ground station operator

Wait for ground station operator to finish initializing aircraft

When cleared by ground station operator

Turn on R/C transmitter and test for proper control surface movements

Give go-ahead for catapult operator to mount aircraft

Start & Launch Aircraft

Check takeoff and landing areas large enough and clear of obstructions

Check wind direction & speed for launch and landing

Ensure wind and gusts < 30 mph or don’t fly

Wait for catapult operator to mount aircraft, load catapult & and get ready to start engine

Set throttle for starting (1⁄4)

Catapult operator applies starter

Allow engine to warm up and perform full rpm Check

Wait for ground station operator to do final check of all system 

When cleared by ground station operator, clear catapult operator to unlock pin

Switch to autonomous mode and advance throttle to full

When engine is at full rpm and ready, clear catapult operator to launch

Monitor aircraft on takeoff and climb out; be prepared to take manual control 

Turn off R/C transmitter
62

Landing and Post Flight

 Check that transmitter is in autonomous mode & throttle is ful

 Turn on R/C transmitter and remind ground station operator to unlock autopilo

 After landing, cut engine

 Set throttle and trim to low, switch to manual 
63

Catapult Operator

Catapult Set-up

Remove cover

Unfold rail

Remove support block

Lock elevation

Check catapult securely mounted on roof racks

Check condition of rope and routing on pulleys

Check condition of bungee

Check condition/function of sled & tray

Check release-pin properly placed and locked

Assemble starting equipment

Check wind direction & speed for launch 

Set catapult into wind

Check that takeoff area is large enough and clear of obstructions

Load Aircraft

Wait for R/C operator to finish ground-testing controls

When cleared by R/C operator, mount aircraft on catapult

Check aircraft pins properly engaged in tray

Tension bungee 

Re-check that ropes are properly routed on pulleys 

Inform R/C operator that the aircraft is ready to start

Start & Launch Aircraft

R/C operator

 Set throttle for starting (1⁄4)

When cleared by R/C operator, apply electric starter

• Press starter firmly against nose cone, squeeze contact switch

R/C operator

Warm up engine and perform full rpm check

Wait for ground station operator to do final check of all system 

When cleared by ground station operator, clear catapult operator to unlock pin

When cleared by R/C operator, unlock release pin (DO NOT RELEASE PIN)

R/C operator 

Switch to autonomous mode and advance throttle to full

Clear catapult operator to launch

When cleared by R/C operator release launch pin

Post launch

Reset or repack catapult
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