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### Ultra Stick Aircraft Operations and Maintenance Plan

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## Revision History

Date Description Changes

20130228 Baseline N/A

20131202 Rev 1. Updated to match COA applications



## 1 Purpose

Section 2 of this manual describes the aircraft, airframes, flight computer and software, ground control station, and airframe specific dimensions, a irspeeds, and

limits. Section 3 contains Standard Operating Procedures (SOPs) including crew roles, responsibilitie s, qualific ations, and training. Section 4 describes the Safety of Flight/Safety of Test (SOF/SOT) lim its for the aircraft. Section 5 describes the Ultra Stick maintenance and inspection plan.



## 2 Systems Description

This section describes the Ultra Stick U ninhabited Aerial Vehicles and ground control stations used by the University of Minnesota Uninhabited Aerial Vehicle Lab. An overview of the airframes, flight control system, and ground control station is given in section 2.1. Section 2.2 and 2.3 discus ses airworthiness of the airframes and certified equipment installations. Section 2.4 and 2.5 discuss the flight control system and ground control station in greater detail. Section 2.6 and 2.7 discuss the

Ultra Stick 120 and Ultra Stick 25e airframes in cluding physical dimensions, airspeeds, and limits.



### 2.1 System Overview The University of Minnesota (UMN) Uninhabited Aerial Vehicle (UAV) Lab utilizes two commercially available, RC hobbyist airframes as platforms for aircraft research. The larger of these a irframes is the Ultra Stick 120, designed and manufactured by Hanger 9. The second airframe is the Ultra Stick 25e, based on the Hanger 9 design, but at a smaller scale and manufactured by E

- Flight RC. This approach was a dopted after receiving an Ultra S tick 120 aircraft from NASA Langley

Research Center (LaRC), which was used for wind

- tunnel testing and as a low

- cost UAV platform.

Both types of airframes at UMN are equipped with a commercial RC hobbyist control system for manual control as well as an in

- house system for data collection and autonomous flight modes. A systems

- level design has been implemented that allows

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the pilot to take manual control of the aircraft at a hardware

- level and defaults to a descending , power

- off spiral to keep the aircraft contained within the test range in

the event of lost link.

Figure 1 is a picture of an Ultra Stick 120 aircraft, which has been modified to include air data sensors, and two Ultra Stick 25e aircraft.

Figure 1 : Ultra Stick 120 and Ultra Stick 25e aircraft

These airframes include standard RC hobbyist batteries, receiver, and servos for manual control. Additionally, an in

- house system has been designed and integrated to record flight data and provide for autonomous flight. A fun ctional diagram of this system is in figure 2.

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Commands are sent to the aircraft via a hobbyist RC transmitter and receiver. The receiver sends commands to both a manual/auto switch and a PWM reader. The receiver controls the manual/auto switch; in manual mode, commands from the receiver are sent directly to the servo actuators. In autonomous mode, commands from the flight computer are sent to the servo actuators. The flight computer

rec eives flight data from sensors including GPS , Inertial Measurement Unit (IMU), and pressure transducers. Data from the flight computer is downlinked through a radio modem to a ground control station where researchers can monitor its operation.

At any time, the pilot can take manual control via the manual/auto switch. Additionally, failsafe commands are set in the RC receiver so that in the event of a lost link, the receiver switches the aircraft to manual control, cuts power to the motor, and puts the aircraft in a descending spiral.



### 2.2 Airworthiness
The Ultra Stick 25e aircraft is a commercially available, hobbyist aircraft of a conventional layout with many flight hours. This aircraft arrives in an Almost

- Ready

- to

- Fly (ARF) condition, meaning that all major subassemblies are built at the factory and only minor work is needed to finish the aircraft. The chief maintainer at the University of Minnesota (UMN) Unmanned Aircraft System (UAS) Research Lab has 13 years of experience building

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and flying remote control (RC) aircraft. He inspects the work done on each aircraft and performs the necessary maintenance and inspections.

Additionally, the UMN UAS Research Lab has several processes in place to minimize the risk of our operations. We utilize a Developm ent and Flight Approval Process that is based on processes used in government and industry. This process standardizes our research and development efforts to ensure that the technical approach is sound and risk is minimized. Two peer reviews are included in this process including a risk assessment and hazard analysis/matrix. We also use Standard Operating Procedures (SOPs), Safety of Flight/Safety of Test (SOF/SOT) Limits, and an Aircraft Maintenance Plan to ensure our aircraft remain airworthy and are o perated in manner that minimizes risk. Hardware

- in

- the

- Loop (HIL) simulation is used to verify and validate software performance prior to flight and our flight control system is designed to allow the pilot to take over operation of the aircraft at any

tim e. Our Test Range consists of University of Minnesota owned property that is not near a congested area and failsafes are in place to ensure the aircraft is kept on the test range in the event of lost link or lost communication. All of our pilots, observe rs, and maintainers are trained and have duty hour restrictions.

The maintenance plan includes three phases of inspection. Phase A checks are performed prior to every flight, Phase B checks every 50 flights, and Phase C checks every 100 flights.

Phase A checks include visually inspecting all accessible components and checking their operation. Phase B check involves removing all hatches and panels, inspecting all interior components for wear, and replacing as necessary. The Phase B check is functionally similar to a general aviation annual inspection. A Phase C check involves removing all servos and checking for wear in the servo gears. The Phase C check is an intensive inspection, nearly disassembling and rebuilding the entire aircraft. Logbooks are m aintained for all of our aircraft including squawk sheets for tracking and rectifying any problems with the aircraft.

The University has developed internal procedures using various methods to effectively demonstrate and assert that the UAS being considere d is airworthy. The UAS meets the applicable airworthiness standards and requirements of our University, and is capable of operating in compliance with the applicable requirements in 14 CFR Part 91. The University

assumes all risks and liabilities with the UAS and confirms there are no known limitations or nonstandard safety precautions with this airframe.



### 2.3 TSO Equipment No FAA TSO equipment is installed in the Ultra Stick aircraft.



### 2.4 Flight Control Computer An MPC5200 Tiny System on a Chip computer is used as a flight control computer for the Ultra Stick aircraft. Software is written for the computer using C code and a

real

- time operating system (eCos) is installed for executing the code. Subversion (SVN) is used for version and c onfiguration control. Hardw are

- i n

- the

- L oop (HIL) simulation is used to verify and validate software prior to flight in a high fidelity

environment.

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### 2.5 Ground Control Station The pilot issues commands to the Ultra Stick aircraft with a hobbyist RC transmitter. Additionally, a hobbyist RC telemetry module is used to monitor airspeed and aircraft battery voltages in real

- time.

A laptop is used in conjunction with a radio modem to receive data from the flight control computer in real

- time. Commands are not issued from the laptop; however

, researchers use the laptop to monitor the aircraft airspeed and attitude as well as GPS signal strength and software modes. This capability allows researchers to monitor whether the aircraft autonomous modes are working as expected and have the pilot ta ke manual control before any hazardous situations develop.



### 2.6 Ultra Stick 120 The Ultra Stick 120 aircraft is an almost ready to fly kit from Hanger 9. It is powered by an electric motor and has removable wings for transport. The Ultra Stick 120 has

a conve ntional horizontal and vertical tail with rudder and elevator control surfaces

. The aircraft has a symmetric airfoil wing with aileron and flap control surfaces. The rudder and elevator and actuated by Hitec HS5245MG servos while the flaps and

ailerons us e Hitec HS5625MG servos. The aircraft is propelled by a 1900W Actro

40

- 4 brushless electric motor with a Graupner 14 x 9.5 folding propeller. Power for

the motor comes from two 5000mAh 5

- cell lithium polymer batteries connected in

series. The servos are powered by a separate 1350 mAh 3

- cell lithium polymer battery. The main internal payload bay is located directly under the wing in the fuselage and measures approximately 35cm L x 10cm H x 10cm W; additional payloads may be accommodated in the aft fusela ge or externally. Th e Ultra Stick 120 aircraft has space aft of the avionics bay for additional sensors or payloads and can carry approximately 5 .5kg.

2.6.1 Aircraft Description Wingspan: 1.9 2 m Chord: 0.43 m Length: 1.73 m Weight: 7.0 7 kg Payload capacity: 5.5 kg Cruise speed: 23 m/s Airspeed range: 6

- 41 m/s

2.6.2 Limits

Wind limits: 1 0 m/s total / no crosswind limit



### 2.7 Ultra Stick 25e The Ultra Stick 25e is an approximately 65% scale model of the Ultra Stick 120, w ith the same basic configuration and is an almost ready to flight kit from E

- Flight RC

. All six control surfaces are actuated by Hitec HS

- 225BB servos. The aircraft is propelled by a 600W E

- Flite Power 25 brushless electric motor with an APC 12 x 6 propeller. Power for the motor and servos comes from a 4200mAh 3

- cell lithium

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polymer battery. The main internal payload bay is located directly under the wing in the fuselage and measures approximately 22cm L x 6cm H x 7.5cm W; additional payloads may be accommodat ed in the aft fuselage or externally. The Ultra Stick

25e can carry approximately 2

. 2 5kg of payload.

2.7.1 Aircraft Description Wingspan: 1.27 m

Chord: 0.25 m Length: 1.09 m Weight: 1.9 6 kg Payload capacity: 2.25 kg Cruise speed: 17 m/s Airspeed range: 5

- 26 m/ s

2.7.2 Limits

Wind limits: 8 m/s total / no crosswind limit



## 3 Standard Operating Procedures (SOPs)

The Standard Operating Procedures cover the personnel required for operating the Ultra Stick aircraft as well as all procedures other than test specific cards.



### 3.1 Personnel Roles, Responsibilities, and Qualifications Three personnel are required for operations; the Operations Lead, the Pilot who is

also the Pilot

- in

- Command (PIC), and the Observer. All personnel must maintain logbooks of operations.

3.1.1 Operations Lead

The Operations Lead leads the operations team through the flight test process. Prior to the flight, the Operations Lead:

1. Ensures the aircraft and software is ready for flight

2. Plans the mission timeline

3. Ensures that crew currency and crew rest periods are met

4. L eads the T

- 1 and T

- 0 briefings

a. Checks the weather

b. Conducts a Test Card review

c. Conducts an Emergency Procedures review

d. Conducts a Test Range review During the flight, the Operations Lead stands next to the pilot and coordinates the test. The Operatio ns Lead:

1. Coordinates the launch and recovery of the aircraft

2. Ensures the St andard Operation Procedures are followed and the Safety of Flight / Safety of Test (SOF/SOT) limits are adhered to

3. Reads flight cards to the Pilot and Observer

4. Takes notes as test p oints are performed by the Pilot

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5. Observes the aircraft, test range boundaries, or other hazards to ensure a safe operation

Following recovery of the aircraft, the Operations Lead coordinates data retrieval

and shutdown of the aircraft.

3.1.2 Pilot (Pilot

- in

- C ommand, PIC) The Pilot operates the aircraft according to direction from the Operations Lead, when it is safe to do so. In addition to operating the aircraft, the Pilot also:

1. Ensures the aircraft is kept within the test range and below 400 ft above

groun d level

2. Observes the aircraft and surrounding airspace to de

- conflict with other aircraft traffic when necessary

3. Coordinates with FAA facilities

4. Is ultimately responsible for the safe conduct of a flight operation; the pilot takes whatever steps necessary to keep the aircraft in the test range and away for personnel and property

3.1.3 Observer The Observer assists the Operations Lead and the Pilot by:

1. Ensuring that the aircraft is kept within the test range and below 400 ft above ground level

2. Observing the aircraft and sur rounding airspace to alert the P ilot to the

presence of other aircraft traffic

3. Observing the test range to alert the Pilot and Operations Lead if people not associated with the test enter the test range



### 3.2 Currency and Training Plan All pilots will maintain currency according to FAR Part 61, though the currency requirement does not imply that manned aircraft licenses remain current. In addition each pilot will maintain currency on the UAS by performing at least 3 launch and recovery operations with maneuvering within the preceding 90 days. If the 90 days elapses the pilot will gain currency by logging the 3 launch and recovery operations with a qualified instructor operator.

All observers will maintain currency according to FAR Part 61. If it h as been more than 90 days since being involved with UAS operation the PIC/Operator will ensure the observer is thoroughly briefed on the standard operating procedures of the operation and any recent changes to operation protocol.



### 3.3 Qualifications The Operati ons Lead, Pilot, and Observer must be current. In addition, they must meet duty requirements of at least an 8 hour rest period and less than 12 hours since being on duty. At least 8 hours must have passed since the last consumption

of alcohol.

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The Pilot and Observer must have a current Class II medical. The Pilot must have passed an FAA Private Pilot Written Exam. The Operations Lead, Pilot, and Observer must be familiar with emergency procedures, the test range, weather, NOTAMs, and

the nearest FAA fa cility including frequencies.



### 3.4 Operating Limitations Operations are only conducted in day, V isual F light R ules (VFR) conditions. Operational altitudes are restricted to 400 ft above ground level within 1 mile horizontal range from the pilot. All operation s must be conducted within Class G airspace. Operations will not be conducted in precipitation, in the vicinity of thunderstorms, or at night.



### 3.5 Communications Plan The Operations Lead coordinates the operation by communicating with the Pilot

and Observe r. The Operations Lead stands next to the Pilot and has a handheld radio to facilitate communications with the Observer. All test cards and steps are

called over the radio so the Observer will maintain situational awareness of the test being performed. The Pilot will have a handheld transceiver to communicate with the nearest FAA facility when necessary.



### 3.6 Checklist s

1. See UAVLAB

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- flight and post

- flight briefings and

UAVLAB

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- 002 for checklists and procedures involved with flight test ing

the Ultra Stick aircraft.



## 4 Safety of Flight/Safety of Test (SOF/SOT) Limits

4.1 Weather Conditions

The weather conditions should be adequate for VFR flight. This requires at least 1 statute mile of visibility, and to remain clear of clouds.



### 4.2 Wind Conditions

Wind condition limits are dependent on the flight test at hand. However, there are maximum wind speeds for each airframe.

Ultra Stick 25e: Maximum steady wind: 8 m/s Maximum crosswind component: None

Ultra Stick 12 0 : Maximum steady wind : 10 m/s Maximum crosswind component: None



### 4.3 Temperature Conditions The minimum outside air temperature with wind chill is 10 degrees Fahrenheit. Estimated battery charge time should be decreased to account for poor battery

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performance in cold temperatures. Operatio ns will cease if wet bulb globe temperatures (WBGT) rise to red or black flag conditions (WBGT values over 88 o F).



## 5 Maintenance Plan

5.1 Personnel Roles, Responsibilities, and Qualifications Any person in the UAV Research Lab may perform aircraft maintenance. A Maintainer/Inspector must inspect any maintenance performed prior to the aircraft returning to flight. All maintenance must be logged in the aircraft logbook.

5.1.1 Maintainer/Inspector In addition to performing maintenance, the Maintainer/Inspector inspects all maintenance performed within the UAV Research Lab and checks the airworthiness of the aircraft. A Maintainer/Inspector should have extensive experience with remote control aircraft and knowledge of the research flight control system. A Maintainer/Ins pector can sign off on lab personnel becoming a Maintainer/Inspector provided they worked with that person through maintenance on the Ultra Stick aircraft and are confident in their work and ability to maintain these aircraft without supervision.

The Maintainer/Inspector must meet duty requirements of at least an 8 hour rest period and less than 12 hours since being on duty. At least 8 hours must have passed since the last consumption of alcohol.



### 5.2 Ultra Stick Inspection Intervals There are three inspec tion intervals for the Ultra Stick aircraft. A checks prior to every operation, B checks every 50 flights, and C checks every 100 flights. In the event that significant repairs are performed, mass properties testing must be performed and air data calibra tion and control surface calibration may be

warranted.

5.2.1 A Check

1. Airframe structure , check:

a. F uselage, wing, and hatches for signs of damage or cracking

b. For r ips or tears in monocote , patch as necessary

c. Landing gear and motor bolts are tight

d. Wheels spin freely

2. RC Equipment , check:

a. RC equipment is plugged into receiver

b. M otor plugs are connected

3. Batteries

a. Charge motor and avionics batteries

b. Check for battery pack bloating or signs of damage

4. Flight Control Computer

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5.2.2 B Check

1. Remove all hatches and panels

2. Motor and propeller

a. Check motor for excessive play

b. Check propeller condition

c. Check spinner condition and tightness

d. Runup and listen for loose or worn bearings

3. Structure

a. Check all screws, replace if heads are stripped or worn

b. Check landing gear condition and landing gear screws

c. Inspect tire condition and tire collets to ensure that wheels spin freely

and are secure

d. Inspect rear landing gear condition and tire collets to en sure wheel spins freely and is secure

e. Check horizontal tail for excessive play and tighten screws as

necessary f. Check servo mounts, servo arms, and control horns

g. Check pushrods clear of obstructions

h. Check control surface hinges for excessive play

4. Flight Control Computer

a. Pull

- test wiring harnesses, re

- solder as necessary

5. Replace all hatches and panels

6. Perform Pre

- Flight Inspection

5.2.3 C Check

1. Perform B Check

2. Remove servos and inspect servo gears

3. Check for cracked air pressure tubing

4. Balance Propeller

5. Test mass properties

a. Weight

b. Center of gravity

c. Moment of inertia

6. Perform air data calibration

7. Perform control surface calibration



### 5.3 Ultra Stick Overhaul and Life Limits There are no overhaul or life limits for the Ultra Stick aircraft. Components are repaired or replaced as necessary according to the A

, B , and C checks.