Request for amendment to FAA 333 UAS exemption , Exemption No. 11530 Regulatory Docket No. FAA

- 2014

-00346, dated May 7, 2015

Contact: Bill Reynolds, President and CEO

407

-468

-0008 Leading Edge Associates (LEA) Email: breynolds@ leateam.com Website: www.leateam.comDate:

Re: Exemption No. 11530 Regulatory Docket No. FAA

- 2014

-0346 Leading Edge Ass ociates, Inc. (LEA) is requesting amendment to our existing 333 , Exemption No. 11530 Regulatory Docket No. FAA

- 2014

-00346, dated May 7, 2015 as listed and described below. As stated in our original 333 E xemption, we request under 14 C.F.R §§ 61.113(a) & (b), 91.7(a), 91.121, 91.151(b), 91.405(a), 91.407(a)(1), 91.409(a)(1) & (a)(2), and 9 1.417(a) & (b), to operate an Unmanned Aircraft System pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (FMRA). If this amendment is approved, we request FAA extend the date of expiration accordingly. This certificate FAA

- 2015

-034 6

- 333E is effective from May 9, 2015 to May 31, 2017.
1. Additional Aircraft The purpose of this amendment request is to increase the flexibility of airframes offered to customers and to provide PrecisionVision 5 (PV5) with different flight characteristics than the PrecisionVision 10. Unmanned Aircraft System: PrecisionVision 5 UAS Leading Edge seeks an exemption to operate the Leading Edge PrecisionVision 5 UAS for compensation or hire within the NAS. The PrecisionVision 5 is a Vertical Take

- Off and Land ing (VTOL) Remote Piloted or Unmanned Fully Autonomous quad helicopter, which is battery

powered by four brushless motors with the option of two additional brushless motors (6 in all)

. An Autonomous Flight Control System (AFCS) is an integrated module m ou nted on the PrecisionVision 5

. The AFCS receives commands from a ground control station via a wireless telemetry system and controls the actionable flight controls

. The PrecisionVision 5 has a maximum gross weight of approximately 5.5 pounds, while havin g a length of 16 inches, width of 14 inches, height of 9.8 inches, and m aximum speed of approximately 15 knots. The PrecisionVision 5 is equipped with a three cell battery, 802.11 Telemetry (2.4 GHz, 5.8GHz), Manual Controller 2.4 GHz l ine of sight range ( LOS), climb rate 2 meters/sec., max . altitude 300 feet and a 15

- minute endurance. The PV5 will return to take off position when 25 percent of power remains. The PrecisionVision 5 that will be operated by Leading Edge will be registered in accordance with 49 U.S.C. 44103, Registration of Aircraft, as well as 14 C.F.R Part 47, Aircraft Registration, and marked in accordance with 14 C.F.R. Part 45, Identification and Registration Marking

. In consideration of the size, weight, speed, and limited operating area associated with the unmanned aircraft and its operation, Leading Edge’s operation of the PrecisionVision 5 meets the conditions of FMRA Section 333 and therefore, will not require an a irworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H.Accordingly, Leading Edge requests relief from Sections 91.405(a), 91.407(a)(1), 91.409(a)(1) &

(a)(2), and 91.417(a) & (b), as these sections set forth requirements for maintenance that only apply to aircraft wit h an airworthiness certificate. Leading Edge submits that the requested relief is proper since an equivalent level of safety will be ensured. Leading Edge will use trained technicians to perform maintenance, alterations, or preventive maintenance on the UAS using the methods, techniques, and practices prescribed in the operating documents (i.e., the PrecisionVision 5 Operation Manual, Maintenanc e Schedule and Manual, Airframe Maintenance Manual, and Spectrum DX8 Instruction Manual). Furthermore, Leading Edge will document and maintain all maintenance records for the PrecisionVision 5. Relief from certain requirements of Section 61.113(a) and (b) , entitled Private pilot privileges and limitations: Pilot in command, is requested by Leading Edge to the extent necessary to allow a Pilot in Command (PIC) holding a private pi lot, recreational or sport or higher level certificate and who has demonstrate d, by meeting minimum flight

- hour and currency requirements, that the PIC is able to safely operate the PrecisionVision 5 in a manner consistent with this exemption, including evasive and emergency maneuvers and maintaining appropriate distances from peop le, ve ssels, vehicles and structures. Leading Edge seeks relief from Section 91.7(a), entitled Civil aircraft airworthiness, because the PrecisionVision 5 does not require an airworthiness certificate in accordance with 14 C.F.R. Part 21, Subpart H. As such, Leading Edge submits that it will ensure that the PrecisionVision 5 is in an airworthy condition, prior to every flight, by determining that the system is in compliance with the operating documents (i.e., the PrecisionVision 5 UAS Operation Manual, M aintenance Schedule and Manual, Airframe Maintenance Manual, and Spectrum DX8 Instruction Manual), and that the aircraft is in a condition for safe flight. Leading Edge also seeks an exemption from the requirements of Section 91.121, entitled Altimeter Settings, as the PrecisionVision 5 will not have a typical barometric altimeter onboard. However, altitude information of the PrecisionVision 5 will be provided to the PIC via Global Positioning System (GPS) equipment and a radio communications telemetry da ta l ink, which downlinks from the PV5 to the GCS for active monitoring of the flight path , flight parameters, battery power level and other data sets . This altitude information, combined with Leading Edge’s operation of the PrecisionVision 5 within visual line of sight, at or below 300 feet AGL, will ensure a level of safety equivalent to Section 91.121. Additionally, Leading Edge seeks an exemption from the requirements of Section 91.151(b), entitled Fuel requirements for flight in VFR conditions . Leading Edge submits that safety will not be affected by operation of the PrecisionVision 5 during daylight hours in visual meteorological conditions (VMC) under visual flight rules (VFR), with enough battery power to fly for a total duration of 13. 5 minutes to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 4.5 minutes (i.e., 25 percent battery power remaining). In accordance with 14 C.F.R. § 11.81, Leading Edge provides the following informat ion insupport of its petition for exemption:

**Name and**  **Address of**  **the Petitioner.**  The name and address of the Petitioner is: Bill Reynolds Leading Edge Associates, Inc. 702 Tulip Tree Court Fletcher, North Carolin a 28732 Remote Piloted Aircraft (RPA) in support of LEA customers requires a mix of aircraft and will further enhance safety of lives b y elim inating humans having to traverse through rugged terrain, swamps and marshes , yards, vacant lots and throughout the agriculture and mosquito areas. LEA customer base is rapidly expanding throughout the United States as illustrated by the map below and these additional RPA will permit us to adjust to various conditions and flight missions. The map below illustrates our broad customer base and to why we need a variety of platforms in a variety of terrain and weather conditions to carry out data acquisition missions.

According to most scientist, global warming , whether permanent or temporary, will cause an increase in vectors which carry diseases such as Zika , Chikungunya , Dengue and West Nile virus

. All have been identified in one or more of the 50 states. Under exemption 11530, FAA

- 2015

- 0346 LEA has flown Precision Vision 10 missions for the Florida Keys Mosquito District located in the Florida Keys and provided data otherwise unable to be acquire by other means. We wish to expand this capability throughout the United States. The PrecisionVision 5 will be flown on similar missionsA grant of exemption is in the public health interest as the breeding grounds for mosquitos

infected with the above menti oned viruses continue to expand throughout our nation.Attachment A: Operations Manual



## Operation Manual PrecisionVision 5

Introduction Page 2 Features Page 2 Flight Modes Page 2

- 7 GPS Lost, Recovery Page 7,8 Operating Page 9 Pre

- Flight Checklists Page 11 Temperatures Page 11,12 Fly Away Prevention Page 13 Takeoff and Landing Page 14 Autonomous Landing Page 16 Throttle Controls Page 17 Transitions Page 18, 19, 20 Data logs and Log viewer Page 20

- 21

**Page 1 Introduction** 

This PrecisionVision 5 operator’s manual is not intended to replace or replicate the information and training provided to you during the PrecisionVision 5 operators training period. This manual is intended as a reference for users who have successfully completed the flight systems course. Only trained operators should operate PrecisionVision 5 system and improper operation of the PrecisionVision 5 system can cause serious personal and/or property da mage. This manual, including addendums, is complete and updated as of the date of systems training.

**Features** The PrecisionVision 5 capabilities include airspeed hold, altitude hold, turn coordination, GPS navigation as well as autonomous launch and recovery. Extensive data logging and manual overrides are also supported, as is a highly functional command buffer. All feedback loop g ains and flight parameters are user programmable and feedback loops are adjustable in flight.

• Altitude hold, airspeed hold, and GPS waypoint navigation

• 1,000 programmable waypoints or commands

• Powerful command set allows flexibility when describing your mission

• Fully integrated

— all sensors required for complete airframe stabilization are integrated into a single circuit board

• Controls up to 24 servos or relays

• Complete autonomous operation from launch to recovery

• Supports manually directed and autono mous flight modes, as well as an integrated RC override

• Extensive data log capability simplifies post flight diagnostics and analysis

• Integrated POST (Power On Self

-Test) ensures reliability and repeatability

• Low battery warnings, both on the ground and in flight

• User programmable error handlers for loss of GPS signal, loss of RC signal, engine failure, loss of data link, and low battery voltage

• Extremely low 24

-gram we ight

• Feedback loop gains are adjustabl e while in flight

• Easy to use setup wizard simplifies system integration **Helicopter Flight Control Modes** The autopilot can control a helicopter in several modes.

**Page 2 Pilot**  **in Control**  **(PIC)**

PIC mode allows the pilot to control th e helicopter manually. This is normally with a Radio Control system (RC); this is similar to normal radio control, but all the mixin g is performed by the autopilot

. Alternatively, GCS

- PIC allows control from the Ground Control Station (GCS), for example u sing the Joystick controller

. **Computer in**  **Control (CIC)** CIC mode gives control of the helicopter to the flight computer. There are t hree main subsets of CIC mode. UAV Mode gives all control of the helicopter to the autopilot; your helicopter follows a flight plan stored on board the flight computer

. You can modify this flight pla n at any time from the GCS. Arcade Modes are a set of hybrid control modes, which allow a pilot to control a he licopter’s higher level behavio r without having to actually fl y the helicopter. The autopilot stabilizes the helicopter and manages the helicopter’s flight controls based on the high er level inputs provided by the pilot. There are three main CIC arcade modes.

• CIC Attitude Arcade

• CIC Position Arcade

• CIC Velo city Arcade In arcade modes, the stick inputs command either a rate of change proportional to the stick deflection or an absolute position. For example, when flying in CIC Attitude arcade mode, the rudder stick commands a rate of change of desi red headin g, the aileron stick commands a desired roll angle, and the elevator stick commands a desired pitch angle. In each of the three CIC Arcade modes, the pilot may control throttle/collective pitch manually to control altitude. Altern atively, a fourth arcade mode, t he pilot then adjusts the desired altitude by using the ‘throttle’ stick a ltitude Hold, may be enabled; and the autopilot will manage the throttle to maintain altitude as set by the pilot. All of the CIC arcade modes can be controlled by the RC transmitter’s joysticks. Also, a PC joystick d evice connected to the GCS may be used for al l arcade modes except Altitude Arcade mode. RPV mode is similar to the CIC arcade modes, in that a pi lot directs the desired behavior while the autopilot controls the hel icopter to achieve that behavio r. However, when in RPV mode, the autopilot flies the helicopter and the pilot commands changes in desired Speed, Altitude, and Headin g from the GCS computer, using GCS or the Joystick controller. No RC transmitter is u sed for this. **About Flight Control Modes** This chapter explai ns how to control the autopilot in flight, which includes:

• Explanations of the control algorithms used while hovering, flying forwards, and turning in flight in CIC (Computer in Control) mode , and the PID loops that are active in each case **Page 3**• A description of the various CIC arcade modes, which fly the helicopter using a

combinati on of pilot input and autopilot feedback control, and the PID loops active for each mode

• The algorithms u sed to control flight when dealing with a loss of GPS signal or low GPS signal strength

• Controlling the autopilot via the ground control station PC using RPV (Remote Piloted Vehicle) mode
**Flying Through** Once it has established a hover at the waypoint, the autopilot turns the helicopter to face the next waypoint and then flies forward in a straight line towards the waypoint. When field (Fl y through Waypoints in GCS ): Hoverat commands will cause the helicopter to st op and hover at the waypoint. Flyto commands in the fly file will cause the helicopter to fly through th e waypoints. Once the UAV reaches a waypoint, instead of stopping, the UAV executes an in

-flight t urn towards the next waypoint. In

-flight turns are u sed by the helicopter also when the destination waypoint changes during forward flight. The UAV will execute an in

-flight turn when a wa ypoint is moved on the GCS map and also when...

• Entering/exiting a pattern

• Entering/exiting RPV mode

• Regaining G PS lock after losing the GPS signal

• Moving a pattern origin Be aware that large velocities combined with the desired velocity slew limit and velocity gains can lead to overshooting a waypoint. There are three sta te fields used by the autopilot to control turning in

-flight as well as flying through waypoints. Their description provides the basic logic, which determines whether the helicopter is hovering in straight

- line forward flight, or executing an in

-flight turn, and thus which control strategy is u sed:

• [heliFwdFlight], is set to ‘1’ when the helicopter is in forward flight and is set to ‘0’ when it is in a stationary hover. The autopilot sets this field based on the command being executed (for exampl e. starting or completing a flyt o command) and also based on the desired forward speed in RPV mode. The value of this field is checked when the helicopter must turn in order to determine if the turn will be in

- place while hovering, or if it will be an in

-flight turn.
**Page 4**• [heliWptChanged], is set to 1 by t he autopilot when it detects that a waypoint has

changed. A wayp oint changes when the autopilot starts flying towards a new waypoint, or when the target waypoint is modified while [heliFwdFlight] indicates t he HELI is in forward flight. The field [heliWptChanged] value is set back to ‘0’, when the helicopter has finished turning and is flying along a straight track towards the next waypoint.

• [heliStopAtNextWpt], determines whether or not the autopilot will stop at th e next waypoint. When [heliNa vigationType] =1, the autopilot stops at each waypoint anyway, so [heliStopAtNextWpt] is ignored. The field value is set to ‘1’ or ‘0’ at the beginning of a new navigation command, based on the type of command. A flyTo command sets [he liStopAtNextWpt] value to ‘0’. A hoverAt command and the portion of the circuit command that flies towards the landing location se ts [heliStopAtNextWpt] to ‘1’. As the autopilot flies towards a waypoint while turning, the track is constantly being recalculated from the current point to the destination waypoint to give a track heading. The desired heading changes at the configured slew rate until it matches the track heading. Once the desired heading matches the track heading, the in

-flight turn i s completed, and the autopilot maintains desired heading equal to the track from its current location to the destination waypoint. During the turn, the Roll from Crosstrack Velocity loop is set to maintain a zero Y

-velocity. The desired X

-velocity is kept constant from the start of the in

-flight turn until the turn has completed.

**CIC Arcade Modes** The various CIC arcade modes allow the pilot to manually direct the helicopter’s flight at a high level, while the autopilot maintains stability of the helicopter. Though you m ight be directing the helicopter, remember that the helicopter is still be ing controlled by the autopilot in CIC mode at this stage, and these modes are called CIC Arcade modes. There are four CIC Arcade modes that m ay be selected on the autopilot

.
**CIC Attitude Arcade Mode**  In CIC Attitude arcade mode, the pilot has direct control of the helicopter’s desired attitude

– desired pitch angle, desired roll angle and desired heading

– via the RC transmitter or a joystick connected to the GCS . The throttle/co llective is controlled by the transmitter throttle stick or a joystick connected to the GCS. When flying in CIC Attitude arcade mode, the value of desired pitch (Longitudinal cyclic) is controlled by the elevator channel on your transmitter and varies between positive and negative 40°. The value of desired roll (Lateral cyclic) is controlled by the aileron channel and also varies between positive and negative 40°.

• If the stick is centered, then both desired roll and desired pitch will be 0°

• Full forward stick results in a desired pitch of negative 40°
**Page 5**• Full back stick results in a desired pitch of positive 40°

• Full right stick results in a desired roll of positive 40°

• Full left stick results in a desired roll of negative 40° Note that this assumes that your elevator and aileron channels are generating pulses in the full one to two millisecond range as per the requirement indicated in the Autopilot Configuration Wizard. If the end points of your transmitter have been reduced, then the range of desired pitch and roll will also be reduced. It is a good idea to setup some sensors on the GCS to view desired pitch, desi red roll, and desired heading. T his will allow you to familiariz e yourself with the operation of th e autopilot in arcade mode while the helicopter is still on the ground. You may also find it useful to add sensors that display current p itch, roll and compass heading. Since the rudder channel controls desired heading it is important that any external gyro is disabled when the autopilot is in both CIC mode and arcade mode. If possible, set your gyro so that it is enabled in PIC mode and disabled in CIC mode using the same channel on your RC transmitter/receiver that you use to swit ch the autopilot between PIC and CI C mode. S

**CIC Position Arcade Mode**  The autopilot holds current position at an imaginary waypoint while the control stick is cent ered. When the elevator/aileron stick of the trans mitter is moved away from center, the stick deflection sets the desired velocity in that direction. The helicopter moves until you release the stick; then the autopilot slows down and adjusts position to hold at that position where the stick was centered. For example, moving the ‘Elevator’ stick forward switches the autopil ot to velocity arcade mode and accelerates at the configured slew rate until it reaches the velocity commanded by the stick position. The helicopter will continue to move until you center the stick, then the helicopter slows down at the configured slew rat e and adjusts position until it is holding at the point where you released the stick. When moving position at higher speeds, for better stopping accuracy it is wise to reduce the stick deflection as you approach the new position, so the helicopter arrive s at the new position slowly; this will avoid overshoots.

**Page 6 CIC Velocity Arcade Mode** 

The autopilot c ommands a velocity in the front/back direction (X) or side to side direction (Y) proportional to the control stick deflection. The throttle/colle ctive is controlled by the transmitter throttle stick or a joystick connected to GCS

. NOTE: Velocity Arcade is used in part of Position Arcade mode but we do NOT recommend using this mode on its own; trying to hover in Velocity Arcade mode can lead to pil ot
- induced oscillations.

**CIC Altitude Arcade mode** CIC Altitude Arcade mode may be combined with any one of the other arcade modes, so providing automatic altitude hold. The desired altitude may then be changed by moving the throttle control stick up or down from center. Centre position holds the currentl y set altitude. For all CIC Arcade modes when Altitude Hold Arcade is turned off, the throttle control stick adjusts the input throttle linearly, and translates to the power and collective throttles usin g the TLUs (Ta ble Look

- Ups)

**All Arcade Modes** In all arcade modes desired heading is set by the transmitter’s rudder stick. Be aware that there is a small dead

- band around the center of each of the transmitter’s stick in all arcade modes except Attitude arcade.
**Helicopter Control when GPS is Lost** When GPS is lost on a fixed wing plane, it can no longer navigate to specific locations unless dead reckoning is enabled. It can however level its wings and continue in a straight line until GPS is regained, or even hold a constant angle of roll and fly i n an approximate circle so it does not fly too far away from its original location, in case of an extended GPS loss. A helicopter requires constant corrections in pitch and roll in order to stay at the same location, or continue to fly in a straight line or circle. When GPS is lost, the filter continues to estimate the position and velocity based on the accelerometers. However, without corrections from the GPS, the estimates will quickly diverge from the actual values. GPS loss impairs the controllability of a helicopter. Without the knowledge of the helicopter’s location and velocity, it is impossible for the autopilot to know what pitch and roll corrections must be applied in order to navigate or to hover. In order to cope with losing GPS, the autopilot constantly takes an average of the desired pitch and roll values when GPS is available, and sets the desired pitch and roll to the re corded values if GPS is lost. This strategy assumes that the average desired pitch and rol l will be close to the values that will keep the helicopter stable.
**Page 7 GPS Loss** **- Recovery Metho**  d

In addition, autopilot has the ability to allow the operator to control the desired pitch and roll during a GPS loss. If the operator cannot take con trol of the helicopter using an RC transmitter, the operator can use this feature to keep the helicopter stable until GPS is regained. It is best to have visual contact with the helico pter so that you can tell what desired pitch and roll corrections are ne cessary to keep the helicopter stationary, since the position of the helicopter on the map will not be updated when GPS is lost. If you cannot maintain visual contact with the helicopter, you can try to keep the artificial horizon in a level attitude. How ever, the helicopter could be in a level attitude and still have a high velocity due to wind or being out of trim. If you wish the operator to be able to control the helicopter’s attitude when GPS is lost, tick the “Popup roll control window when GPS fail ure is detected” option in the Comm tab of the GCS Settings dialog.
**GPS Signal Quality** Sometimes, even though the GPS receiver is still generating fixes, the quality of the GPS signal degrades significant ly for a brief period of time, causing the heli copter to suddenly go off

-track, for no apparent reason. For numerous reasons, the GPS sometimes sends a few fixes in a row that have, for example, a very high velocity, or a position that suddenly jumps many meters away, when the helicopter is actual ly hovering in the same place. [GPS_ACCURACY_SPD], gi ves the estimate, from the GPS receiver, of the level of error in the velocity fixes that the GPS receiver is reporting. The larger the number is, the larger the estimated error in the GPS velocity, which correlates to the error in the GPS position. The filter estimates the helicopter’s position and velocity. It uses the value of the field [GPS_ACCURACY_SPD] to mitigate the effects of a temporary reduction in GPS signal quality. It does so by reducing the weight the filter gives to the GPS position and velocity data when estimating the position and velocity d espite reducing the effect on the helicopter’s performance, it is impossible to completely eliminate the navigation errors c aused by erroneous GPS fixes. Adding to your datalog will allow you to check if any navigation errors that you noticed during a flight can be ascribed to a loss in GPS quality, so that the possibility of other causes can be eliminated. An additional cause of reduced GPS signal qua lity occurs when a GPS receiver switches out of differential GPS (DGPS) mode. If you are sending corrections from a base station to th e GPS receiver on your autopilot, and there is a sudden loss in the DGPS signal, the GPS receiver times out and stops usi ng the out

- of

- date corrections and sometimes outputs a sudden “jump” in the position recorded in the position fixes

**Page 8 RPV Mode** 

Remote Piloted Vehicle (RPV) mode is a pa rtially autonomous CIC control mode that allows you to set the helicopt er’s desired heading, altitude, and speed (forward flight velocity) in the GCS. You can switch between RPV mode, and UAV mode by clicking the green UAV button o n the left side of the GCS screen, or by using the “Change Mode” item in the “Autopilot” menu. The MP Joystick Controller may also cha nge to RPV mode. In RPV mode, the helicopter will maintain forward flight at the designated altitude, speed and heading; you may change these desired values by using the up and down arrows placed above the flight instrument s at the bottom center of the GCS display or by using a joystick device. If the target speed is set to zero, the hel icopter will slow down to zero s peed and hover where it stops. Behavior when switchin g from UAV/RPV and RPV to UAV upon switching t o RPV mode, the current target speed, heading, and altitude are maintained until they are changed using by the operator using the GCS. When switching out of RPV mode, the helicopter will resume the command it was executing in its fly file before switching to the RPV mode. If the target speed is zero the helicopter will simply turn to the next waypoint and hover; if target speed is more than zero, it will turn to reach the next waypoint while flying forward.



## Operating

This chapter introduces you to the ba sic operation of your PrecisonVision 5 , from power on, through pre -flight checks to take off and land

. It describes the use of GCS (Ground Control Station) with your autopilot and also describes any fatal e rror messages that you may see during op eration. T he effects of temperature on your autopilot are then discussed and finally there is a basic guide on downloading a data log from your autopilot after a flight.



### Page 9

### Power on

When you apply power to your PrecisonVision 5 the autopil ot starts an initializ ation process, loading the firmware into memory and then runnin g it. You can monitor initializ ation by connecting to your PrecisonVision 5 using a text terminal program; if you have a custom LCD display you may use that too. The autopilot will turn on two LEDs as the program loads then one turns off, leaving the power indicator LED on. A series of dots appears in a terminal program as the firmware is decrypted, finishing with the message ‘DONE!”; now the firmware runs and the startup report appears. The autopilot then zeroes sensors and waits for the GPS to lock. I n aterminal program you will then see status information that consists of both servo and main battery voltages along with GPS status and any error messages. Once the GP S has locked and the gyros ha ve stabilized, your PrecisonVision 5 will print the zero values of t he various sensors. In the GCS, the READY panel will turn green. Until your PrecisonVision 5 has finished its initializ ation, it will not allow you to switch b etween RC mode and CIC (computer in command) mode using channel 5 on your transmitter, but rather will leave all servos in their neutra l position. Other GCS reports will also not provide data until initializ ation has completed. 

### Faking GPS Lock This feature is handy if you are work ing on your PrecisonVision 5 inside where there is no GPS signal or if e ither the GPS receiver or GPS antenna are disconnected. Note: You cannot fly with Faked GPS! To initializ e your PrecisonVision 5 without waiting for the GPS receiver to lock, press the “f” key (for ‘Fake’) four times while running GCS, or double click the GPS box on the status ba r at the bottom of the GCS window. If GCS is running, your PrecisonVision 5 will print a message acknowledging that it is no longe r waiting for the GPS to lock. O n the GCS, the GPS status panel will turn yellow. This is in effect only until your PrecisonVision 5 is powered down. The next time your PrecisonVision 5 is initializ ed it will wait for the GPS to lock as normal.



### Page 10

### Fake GPS Behavior

When you fake a GPS lock the GPS position data is ‘faked’ with these rules:

• If a current position is available from the GPS receiver (i.e. the receiver has previously locked and stored the last known position) the autopilot will use this position.

• If no position is available, it will search the loaded fly file for an absolute waypoint and lock onto it. (Note: the waypoint in pattern 15 for the GoTo plug

- in does not count)

• If no position is found it will then lock to 0E, 0N. Once the GPS has been faked, the real GPS position will no longer be read from the receiver. The GPS data will no lon ger change

— the velocity will always be zero, the altitude will always be 0, and the GPS time will remain zero. T his happens for all GPS types, including a user- defined one. Other Effects of Fake GPS

• The geofence check will never result in a fence viola tion because the check Fence Violation assumes the UAV can’t fly with a faked GPS.

• The read gps function just generates the same GPS position over and over with all 0’s

• With PrecisonVision5, the Check HeliTakeoffErr function will not trigger an error if the world velocity in any direction exceeds 5 ft/s because the world velocity is not considered accurate without a GPS.

• In the firmware, the filter isn’t given any GPS data. All 0’s are passed into the filter

.
• In the firmware, all body x/y veloci ties and hover x/y offsets are set to 0 (unless using an external position guide which provides velocity information) 

### Preflight Checks Generally, you should initialize your PrecisionVision 5 in the direction of takeoff as well as at the position where you intend to takeoff. Moving the aircraft to the takeoff location after the autopilot is initializ ed can generate an incorrect location and heading.
**Cold/Warm Soak** If you take your UAV from a building or vehicle to the outside where the temperature is quit e different, you sh ould leave your UAV to ‘soak’ in the new temperature before turning power on, to allow sensors to acclimat e to the temperature. If you do not do this, you may sometimes get the fatal error "Difference between accl temperatures is too large."

**Page 11**T he actual time you leave the UAV to soak depends upon the vehicle and the temperature

change; fifteen minutes is a general guide but more time may be required for larger or more enclosed UAVs. Such temperature differences are more likely to happen when outside temperatures are very cold but could also occur when moving from air conditioned space to a hot outside. If you begin to experience such problems due to temperature changes you can try a pre

- start of the autopilot on

- site with GCS connected; like this, you can monitor raw temperature changes until the value becomes stable. Cycle the power for normal pre

-flight tests. In **cold temperatures**, ensure you have “cold

- soaked” the UAV, as d escribed above, before initializing. Once the initi aliz ation is complete, your PrecisonVision 5 is ready to fl y. The READY panel in the GCS will be green and there should be no red warning messages. Before initiating a takeoff, perform the following preflight checks: 1. In CIC (Computer in Control) mode, rotate the PrecisonVision 5 about its pitch, roll axis. Check that the elevator, ailerons and rudder move in the correct direction to compensate for these rotations. 2. Make sure that the RC status panel in GCS indicates RC

- PIC (Pilot in Control) in red. 3. Check that the battery voltages are acceptable (fully charged 59.4 volts)

. 4. Check that the airspeed indicator is connected. Pre ss your finger firmly on the pil ot tube and verify that the airspeed value increases. 5. Make sure that any LCD/Portable is disconnected and that all flight equipment is clear. 6. Switch to PIC mode and confirm all controls respond correctly and that the RC status panel in GCS indicates RCON in green. 7. Check that the engine does not stop running at idle and that the eng ine runs properly at full throttle. For electric drive, make sure that full power is available when you set full throttle and the motor stops when you command it. 8. Perform a vibration test by putting your PrecisonVision 5 in CIC mode and advancing the throttle slowly to full. Verify that the elevator and rudder do not move significantly. Note that in CIC mode you can set full throttle either by initiating Takeoff or by first setting manual throttle override in the autopilot. If you have GCS connected, another good vibration check is to set PIC mode and slowly advance throttle to full and back to idle. Verify that the artificial horizon is stable during this check. 9. Check that the elevator, ailerons and rudder are approximately in their neutral positi on in CIC mode. 10. Check that wind speed does not exceed 50% of cruise speed. 11. Turn off the RC transmitter and verify that your PrecisionVision 5 switches to CIC mode and the RC status panel in GCS indicates RCOFF in green. **Page 12**Note: if you flas h a flight file to your autopilot after it has initialized, you should cycle

power and a llow your autopilot to initializ e again. This ensures all pattern locations are initializ ed correctly according to the new flight file.
**Temperature Effects** Most of the sens ors in your PrecisionVision 5 are sensitive to large changes in temperature therefore allow your PrecisionVision 5 time to adjust to large changes in temperature. For example, if your PrecisionVision 5 is brought outdoors from a warm building or car, allow ten to fifteen minutes for the sensors to cool /warm to the outdoor temperature. The airspeed transducer zero may require re

- calibration if it was calibrated at a temperature that is different from its operating temperature

. **Fly Away Prevention Measures** Before you fly your UAV we strongly recommend that you put measures in place to prevent your UAV from flying away if something goes wrong. Ensure the fly file loaded on your autopilot has failure patterns defined for loss of RC, loss of GCS link, loss of GPS and any other appropriate events. You should also consider such steps as these when planning for safety before any flight:

• Set up a GeoFence in the .vrs at the most extreme boundaries in which you can fly safely; this will stop the engine and force the UAV to descend if it passes the boundaries you have set up. (Note the geofence action w ill be effective in PIC also!)

• Set up a maximum waypoint distance warni ng in your .vrs ; this sets a limit which will trigger a fatal error if your autopilot initi alizes with a fly file containing any waypoint further than this distance.

• Create an overlay for your test flying area map, using the GCS Map Selector tool. Configure an outer no

-fly zone and an inner warn ing zone to allow your GCS operator to see when the UAV reaches the limits of your safe operating area and to take action.

• Plan and discuss safety procedures with your safety pilot GCS operator so they can detect a problem early and know what action to take if the UAV should begin to fly away. If th e UAV flies into the warning zone your RC pilot must take control and fly the UAV out of the warning zone. If the UAV flies into the no fly (red) zone the procedure must be to stop the engine and terminate the flight.

• Use a thread in your .fly file, act ivated by a payload button, to stop the engine manually if necessary. Do not use a pattern for this; a user

- defined pattern may not operate if another pattern, especially a failure pattern, is already active. **It is better to be prepared and take action e arly than wait until it is too late.** 
**Page 13 Takeoff and Landing** 

When the autopilot has passed all the p reflight checks you can start a flight by initiating either a manual or an autonomous takeoff. Always initializ e the autopilot at the location and in the direction in which you will be taking off. Moving the aircraft to the takeoff location after the autopilot is initializ ed can generate an incorrect location and heading Takeoff Caution

– before proceeding, please note: If you take off from the ground in PIC mode without Throttle Override turned ON, you MUST NOT switch to CIC in the air. Upon switching to CIC, the helicopter's throttle will immediately drop to zero because the throttle from alt itude PID loop is only initializ ed when the takeoff command is run in CIC mode. If the takeoff is performed in PIC, t here is no reliable way for the autopilot to recognize when the helicopter is off the ground and initialize the throttle from altitude PID loop. This is because AGL readings ind icating the autopil ot is ‘off ground’ could be generated by lifting the helicopter, and an RC transmitter throttle value above the heliMinHoverThrottle threshold value could be applied while the speed controller is physically disconnected or the engine is stopped.

**Details** An explanation of the takeoff command: If the off

-ground state becomes active before you press takeoff, then the takeoff command will exit without starting the throttle

-from

- altitude loop. This means any subsequent switch into CIC will drop the throttl e to zero. So long as you press arm and takeoff before the off

-ground state becomes set, then the takeoff command will ramp up the CIC throttle as if it was actually controlling the throttle, and will switch on the throttle

-from

- altitude loop when the takeoff command terminates. The current “best practice” is to always press Arm and Takeoff in the GCS before liftoff in PIC, even if you don’t intend to ever transition to CIC or have throttle override enabled, with one caveat mentioned below. This is because even if you don’t intend to switch into a mode where the RC transmitter does not control the throttle, if an RC glitch occurs the throttle is no longer controlled by the RC and therefore the throttle is set to the output of the throttle loo p. If the loop is not engaged the throttle will drop to zero, thus it would be beneficial to have the throttle loop engaged as a backup. The caveat is that if you lose RC control and don’t have the ability to control the heli via the GCS then you may have no way to kill the engine

– in some cases, the preferred failure mode may be to crash into the ground instead of to unpredictably fly around under power but without control. This is relevant even more so if the a utonomous loops have never been tuned. A nother option in this situation may be to set the throttle to ‘throttle fixed’ with a small but non - zero throttle value, so that the failsafe throttle value will not be high enough to keep the heli aloft forever, but perhaps would ensure a somewhat softer landing.

**Page 14 Heli Status Monitor** 

In the latest GCS version, the Heli Status Monitor should always be run before and during flight. The Heli Status Monitor will check your autopilot configuration and warn you about the throttle loop not being en gaged. As soon as you start up the Heli Status Monitor, it will give a warning that the throttle is not engaged and remind you to press arm/takeoff before going off

-ground. Once you’re in the takeoff command and you’ve pressed arm and takeoff, and/or if the throttle loop is engaged, the warning goes away. If you transition to off

-ground while the throttle loop is not engaged, then the warning becomes an error and starts blinking and making noise. The sound can be disabled via a button if you’re doing ground tests and have the throttle physically disconnected. Also note that if the Throttle from Altitude PID loop initializes in PIC while the helicopter is not actually in the air, the throttle would jump up instantly upon a switch to CIC, creating a poten tially dangerous situation. If you require the ability to take off in PIC and switch to CIC in air, you must have the Throttle Override field turned ON.

**Autonomous Takeoff** The autopilot follows a specific internal procedure when commanded to perform an Autonomous Takeoff. The CIC Autonomous Takeoffs should not be attempted until ALL loops have been tuned to provide safe, stable and reliable flight

.
**The Takeoff command** An autonomous takeoff is performed using the takeoff command. When the takeoff command begins, the throttle increas es smoothly until the autopilot detects the ‘off ground’ state. This terminates the takeoff command and activates the next command in the fly file

. The following description of the takeoff states gives more detail of t hese Sequence criteria and the takeoff steps.
**Throttle Control during Takeoff** 1. Once you press the takeoff button in the GCS and the takeoff begins, the throttle increases at a constant rate set by [heliTakeoffThrottleRate]. This value is in units of fine servo per fifth of a second. 2. If [heliTakeoffThrottleHold] is not zero, then the throttle will stop increasing once it reache s the value held in this field i f the field has the value zero, then steps 3 and 4 are skipped and the throttle continues t o increase. This field should be set to a value high enough that the helicopter rotor head has stabilized and ceased wobbling. 3. In order to allow the helicopter to stabi lize, the autopilot will hold the throttle constant for the amount of t ime specified in the [ heliTakeoffThrottleHoldTime]. This hold time is required as many helicopters wobble as the rotor

- blades start to spin and only stabilize once the blades are near operating RPM. **Page 15**This wobble can affect the autopilot in two ways:

a. It can result in large vibrations causing errors in the attitude estimate b. The autopilot may generate an error as it interprets this wobble as excess vibration caused by some mechanical failure. The hold time allows any wobble induced vibrations to dis sipate and allows the autopilot time to correct any attitude errors that may have accumulated due to the wobble. If you notice attitude errors just before takeoff or the pilot generates a Sensor error on heli takeoff, then you may have to incre ase either [ heliTakeoffT hrottleHold] field or the [heliTakeoffThrottleHoldTime], or investigate and rectify the cause of the vibrations 4. Once the hold time has elapsed the autopilot will begin to check for a sensor error. The throttle will remain constant for three more seconds while the autopilot checks for vibration induced sensor errors. Note that this is an important check as normal wear on a helicopter can cause an increase in vibrations to the point where they become unacceptable 5. The throttle will then sta y constant fo r another 3 seconds, while the sensor check is performed; then, as long as no errors are flagged, the throttle starts increasin g at a constant rate set by [heliTakeoffThrottleFastRate]. This value is in units of fine servo per fifth of a seco nd. If this field is 0 the rate used is the same as field 924. 6. If there is an AGL sensor installed, the takeoff command will terminate once the helicopter is higher than t he value specified in [hoverGndToAirAlt], above the ground. If there is no AGL installed, the takeoff command will terminate once the throttle reaches the value specified in [heliMinHoverThrottle]. Note that the throttle will not increase past [takeoffThrottle], even if the helicopter has not lifted off the ground yet. 7. After sta te 5 is reached, the throttle increases for an additional second before the takeoff command ends and the next command in the fly file is executed. This additional throttle helps the helicopter to climb out of ground effect
**Autonomous Landing** An autonomous landing is initiated when the circuit comma nd is reached in the fly file. In order for autonomous landing to work, the autopilot can use data from AGL height, throttle position or landing gear switches. Depending on your helicopter type, size an d weight you will have to choose one of these methods. The preferred method by default is to use both the AGL device AND throttle position; in this method the autopilot requires both values to be below configured threshold values before it decides it has l anded. To use the AGL device, [aglMode] must be set to 1

- DEM or 2DEM Pitch/Roll. In the absence of a non

-zero value, the desired descent rate will be set to 0.625 feet/s until it reaches the ground, and will then turn off the throttle
**Page 16 Circuit C** **ommand**

The circuit command is similar to that is us ed in a fixed wing aircraft

– although the altitude offset parameter is ignore d at this time and must be 0. C ircuit (waypoin t), takeOffAgain, altitudeOffset must be 0}. The helicopter flies directly to the landing point using the same sequence of steps as defined in the hoverAt command. The landing altitude parameter is ignored at this point in time so the helicopter will descend in the circuit command expecting the landing altitude to be the same a s the takeoff altitude. The pressure altitude may drift due to temperature or air pressure changes to make it too inaccurate to use for landing. I nstead, once the helicopter reaches the waypoint it will descend at a fixed rate, checking for the AGL to sta rt producing reliable readings. Once the AGL starts receiving reliable readings and they are lower than the AGL switch altitude, [aglSwitchAlt] , the helicopter will descend at a slower rate, determined by the altitude and the settings. Landing States are valid when the AG L is enabled and the value [aglMode] is set to non

-zero. **Fly to landing point** Fly to the landing point specified by the command parameters, or runway fields, and move on to the next state when the flyTo command terminates.

**Descend** De sired Z Velocity is set to the descent rate in [heliCctDescentRate]. Alternatively, if the old altitude hold mode is being used, decrease the desired altitude at th e rate specified in [heliCctDescentRate]. Do not decrease the desired altitude more than 2 5 x [heliCctDescentRate] below the current altitude so as to ensure that a large P and I term does not build up in the throttle from altitude PID loop due to the current altitude lagging behind the desired altitude. Monitor the AGL, and if readings are co nsistently below the [aglSwitch Alt) for 1.5 seconds, then switch to the “Descend with AGL” state.

**Descend with AGL** Desired Z Velocity is set to the lowest of either the descent rate in [heliCctSlowDescentRate] or the altitude AGL x ‘Desired bod y Z velocity gain from altitude error’ (field 971). Alternatively, if the old alt itude hold mode is being used, decrease the desired altitude at the rate specified in [heliCctSlowDescentRate]. Monitor the AGL, and if it stops giving readings for 1.5 sec onds, then switch back to the “Descend” state, in case the readings that triggered switching to this state were spurious, or if the helicopter’s altitude increases past the AGL threshold again. Continue until altitude reaches [h eliCctLandAltitude]

.

**Pag e 17** **Reduce throttle**

Decrease the throttle at the slow rate specified in the [heliLandThrottleRate] until altitude reaches [hoverAirToGndAlt ].

**Cut throttle** Decrease the throttle at the fast rate specified in [heliLandThrottleFastRate]. If that rate i s zero, then cut the throttle at the slow rate. Once t hrottle is less than [heliMinHoverThrottleGnd] AND the AGL altitude is still less than [hoverAirToGndAlt] cut the throttle to zero and transition to the “Done” state. If no AGL device is enabled, the o nly criterion for completing the landing is when t hrottle is less than [heliMinHoverThrottleGnd]; the circuit command then cuts the throttle to zero and transitions to the ‘Done’ st ate. If landing Switches have been configured, then once the switch state indicates ON ground, the circuit command cuts the throttle to zero and transitions to the ‘Done’ state.
**Circuit Complete** The helicopter has complet ed the landing. The autopilot wil l remain in the circuit command indefinitely or until it is moved to a new command manually by a co mmand from the GCS

. **Manual Engine Cut Control** CAUTION
– Avoid High Descent Rates near ground. Note that as a helicopter descends it can suffer from the ‘Vortex ring effect’. This state occurs when your descent rate is too fast and there is little or no wind; it results from the downwash of the rotor not being blown away. The turbulence from the vo rtex ring can result in the helicopter being unable to generate sufficient lift to stop the descent. The vortex ring effect can occur at any height but of course is much more serious closer to the ground. The effect is usually only a problem in hover des cents; while the helicopter is flying forwards it is moving away from the downwash all the time. To avoid this state, it is best to limit your descent rate when hovering.

**Page 18 Control Mode Transitions** 

The autopilot can be switched from one control mode to another during flight. This section describes facts that you should be aware of when you co mmand a change in control mode On / Off the ground. The hover pitch/roll from velocity feedback loops are always on, when the helicopter is grounde d. While on the ground:

• The desired body x/y velocity is 0

• The hover waypoint is held to the current location

• The desired heading is continually set to the current compass heading.

• The I

-terms of the inner loops are turned off **Ground to Air Tr ansition**  The autopilot will switch from ground to air mode (Off Ground) when at least one of these conditions is met:
a. If heliThrottle > heliMinHoverThrottle (field ID 775) b. If an AGL sensor is used, and the AGL altitude is more than hoverGndToAirAl t Upon switching from ground to air, the I

-terms are enabled for Hover rudder from heading, Elevator from pitch, Aileron from roll, the Hover roll/pitch, and Throttle from Altitude (if in use) loops
**Air to Ground Transition** The autopilot will switch from air to On Ground state when BOTH of these conditions are met:

• When the heliThrottle setting becomes less than the minimum throttle. The minimum throttle setti ng is determined by [heliMinHoverThrottleGnd]; if this field is 0, then the minimum throttle is the same as the ground to air threshold, hel iMinHoverThrottle.

• If an AGL sensor is used, the AGL altitude must be less than hoverAirToGndAl t for 2 seconds.
**Configuring the Transition Thresholds** Configuring these thresholds is crit ica l because if they are not set properly, the I

-terms may wind up while the he licopter is on the ground, or the helicopter may get far off the ground and still have the control loops disabled! Note the transition throttle values are re lative to heliThrottle and NOT the t hrottle output seen in the GCS

. You can record heliThrottle in the datalog while flying manually to discover the throttle values you need for tran sitions and cruise speed etc. The autopilot enables the feedback loop I

-terms if either the AGL sensor rea ches the value set for (hoverGn dToAirAlt), or if the (heliMinHoverThrottle) value has been reached by the throttle input. T hi s means that when the autopilot is on the ground, it is important that the AGL sensor should read several inches les s than what is set in field 917. **Page 19**Set field 775 to the input throttle value just before the known lift off point of your airframe.

This may require some research to determine the appropriate value. Note that the appropriate value will change if th e lookup tables for collective pitch and throttle curves are changed or if the mass of the helicopter is changed. Once the AGL is installed correctly, and field 775 is set with an appro priate value, the autopilot will turn on the feedback loop I

-terms if either the AGL re aches the value set in (hoverGn dToAirAlt), or if the autopilot sees a heli

-throttle value that meets or exceed that set in field 775.

**Other Transitions** From RCPIC or CIC A rcade Mode to CIC UAV Mode o r from RCPIC to CIC Arcade Mode, while in Air

• The hover waypoint is set to the current location

• The desired heading is set to the current compass heading

• The desired altitude is set to the current altitude

• The Throttle from Altitude loop is set to maintain same throttle

• The desired altitude is set to the current altitude From Any Mode into Position Hold Arcade Mode while ‘In Air’

• The hover waypoint is set to the current location
**Switching from**  **Altitude Hold to Attitude Arcade** To avoid an unexpected drop or rise in the helicopter’s altitude, ensure that your transmitter throttle stick is physically positioned close to the normal hovering position before switching back to Attitude Arcade, from any of the Altitude Arcade, Velocity Altitude Arcade, or Position Altitude Arcade modes. Be ready to react in case of any sudden jumps in altitude
**Datalog** It is important to download a data log after each flight, especially when first using your PrecisionVision 5 . The data log is an important tool for resolving problems. You should also keep the matching .vrs file and .fly file that was used for each data log.

**Page 20 Logviewer** 

You download the datalog from your PrecisionVision 5 by using the Logviewer tool. Logviewer is a comprehensive program that both downloads the datal og from your autopilot and also displays the datalog in table form and graphically, for analysis. B asic points to remember are:

• The datalog remains intact in your autopilot until the GPS locks again ready for a new flight. So after flight a nd turning power off, leave the autopilot turned off until the Logviewer is ready to receive data.

• Start the Logviewer

• Tell it to Read a log file from the autopilot.

• Select Download Options when prompted

• Turn on power to your autopilot when pro mpted

• Normally the Logviewer will make contact in a few seconds and begin downloading data. Once datalog download begins, there is no possibility of the GPS locking and you losing the datalog. If you have any doubt about the GPS locking and clearing th e datalog, you can cover the GPS antenna or disconnect it from the autopilot.

**Page 21**

## Attachment B: Maintenance Manual



# Maintenance Schedule and Manual **PrecisionVision 5 by Le**  **ading Edge Associates, Inc. USA**

Outline Page 1 Introduction, Flight Pre and Post Inspection 2 Maintenance Schedules 3 Adhesives and Lubricants 4 Tools Required 5 Conclusion 6 

## Introduction This PrecisionVision 5 UAS Maintenance Schedule and Manual presents the information you need to successfully perform the scheduled maintenance and routine inspection on the UAS. At all times, please remember: ● Only trained personnel should perform the maintenance on a UAS. ● Improper or lack of maintenance and inspecons can cause catastrophic failure to the UAS ● The use of proper tools is integral to successful maintenance operaons. Use only the tools provided or recommended ● Modifica tions made on the UAS should be done by trained and experienced personnel. The maintenance schedule for the PrecisionVision 5 UAS is focused on insuring proper maintenance and routine checks of the UAS with emphasis on problems that are caused by normal wear on airframe parts and electric connectors. Flight inspection should be done pre and post flights. 

## Flight Pre and Post Inspection Getting yourself familiarized with the UAS is very important for spotting any unexpected wear or failure of any part. Ro utinely look over the UAS as much as possible. ● Check all electrical wiring and connectors. Remove the canopy and look for fraying or rubbing of any kind on all wiring. Also, look to see if an y connector might be possibly broken or coming out. ● Check ba ery connectors for any fraying or break in the connector or wires. Check the batteries for any swelling, dents or punctures. ● Check all carbon fiber props for cracks or splinters and make sure blades are cleaned and free of debris and bugs. ● Check all gearing for excessive wear, broken teeth or debris. This includes motor pinion, main and auto rotation black gears, front and rear tail black bevel ge ars. **Page 22**● Check main and tail rotor head and hubs. Look for any screws that might have started

backing out and fatigue on any of the metal. ● Check all rod and linkages. This includes all servo linkages, main motor heads, rods and linkages. Look for cracks or excessive wear from general use or debris. ● Check landing gear for cracks, screw backing out of any kind and general wear. Also check carbon fiber boom supports for cracks or splinters.



## Maintenance Sc **hedules Please Refer to Airframe Manual for Proper Installation** 

**25 Hours** Check all Bearings and Blocks and Replace if not Smooth with Rotation **50 Hours** 25 Hour Maintenance Replace Main Motor Controllers Check Motor Shafts for Wear Around Bearings and Replace if Necessary **75 Hours** 25 & 50 Hour Maintenance Replace All Batteries and Motor Connectors

**100 Hours** 25 Hour Maintenance 50 Hour Maintenance Replace all Black Gears Replace all Plastic Linkages and Threaded Metal Balls Replace Torque Tube, Radial Bearing and Rubber Cover

200 Hours 100 Hour Maintenance Replace Main Motors Replace all Servos 

## Adhesives and Lubricants In the figure below are the Adhesives and Lubricants. It is VERY important to not only use the products, but use the correct ones for maintaining the UAS. Proper lubrication and adhesives are critical to the useful life of all parts on the UAS and safe flight operations. The Loctite CA is used only when a metal screw, set screw or shaft is screwed or set into plastic. The Loctite 242 Blue is used on EVERY screw, set screw or threaded ball on the airframe. This is done anytime a UAS is taking out of service operation for maintenance or replacement. VERY IMPORTANT!The Loctite 641 is used only when replacing radial bearing. A single drop of the 641 adhesive on

the outside face of the radial bearing is required before it is installed on the UAS. This will lock the bearing into its holder and keep the outside race from spinning.



## Tools Required Having the proper too ls is essential for maintaining the UAS. It prevents improper maintenance due to stripping of screws, set screws, nuts and bolts. Use hardened steel tips for the metric Allen Wrenches. The list below details the tools necessary for maintaining the UAS. **A llen Wrenches:**  1.5mm, 2.0mm, 2.5mm and 3.0mm **Nut Drivers** 4.0mm, 4.5mm, 5.0mm, 5.5mm and 7.0mm **Screw Drivers** 1 Small and 1 Large Phillip Ends 1 Small and 1 Large Straight Ends **Ball Link Pliers** The Ball Link Pliers are used to take the Links off the Balls wi thout damaging them. **Needle Nose Pliers** Used for holding nuts that are not accessible with a nut driver. **Small C**
**- Clip Pliers** 

## Conclusion

Please refer to Airframe Manual for all Maintenance Parts and Assemblies. Leading Edge Associates, Inc. cannot emphasis enough how important it is to follow proper routine inspections, checklists, maintenance schedules and logging of all flights data. If at any time trained personnel are unsure of normal maintenance procedures or any questions that may arise, plea se do not fly the UAS. Call customer support at Leading Edge Associates, Inc. Every attempt has been made to include all of the information needed for maintenance excellence of the PrecisionVision 5 UAS.