1724 NE 2nd St | Gainesville, FL 32609 | 855.325.8284 www.altavian.com

Nova F6500

 Operator Manual

EXPORT CONTROL WARNING

This document contains technical data whose export is restricted by the Arms Export Control Act (Title 22, U.S.C. Sec 

2751 et seq.), through the International Traffic in Arms Regulation (ITAR), 22 C.F.R. 120-130. It may not be transferred by 

any means to a foreign person, whether in the United States or abroad, either in its original form or after being 

incorporated into other documents, without prior written approval from the US Department of State.

CONFIDENTIAL INFORMATION

This document contains proprietary and confidential information. Disclosure to third parties or reproduction 

in part or in whole, is strictly prohibited. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

This Page Intentionally Left Blank
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

Table of Contents

1. General Information ....................................................................................................... 1-1

Revision History ..........................................................................................................................1-1

Safety Signal Words.....................................................................................................................1-1

Roles & Responsibilities...............................................................................................................1-2

2. Nova System Description ................................................................................................ 2-3

Specifications & Limitations.........................................................................................................2-3

Aircraft Specifications........................................................................................................................2-3

Aircraft Limitations ............................................................................................................................2-3

Weather-specific Limitations.............................................................................................................2-4

Propulsion ..................................................................................................................................2-4

Battery Charging, Storage & Safety ...................................................................................................2-4

Lithium Polymer Performance ...........................................................................................................2-5

Electronic Speed Controller (ESC) Technology...................................................................................2-5

Motor Safety ......................................................................................................................................2-5

Propeller Choice.................................................................................................................................2-6

Nova Airframe, Avionics & Payloads............................................................................................2-6

Ground Control Stations............................................................................................................2-10

Nova GC25 .......................................................................................................................................2-10

Mechanical Specifications................................................................................................................2-10

Electrical Specifications....................................................................................................................2-10

Datalink Specifications.....................................................................................................................2-10

GCS Power Specifications.................................................................................................................2-13

Nova GC20 ................................................................................................................................2-13

Description & Components..............................................................................................................2-13

Safety ...............................................................................................................................................2-14

Flight Control Software..............................................................................................................2-15

Virtual Cockpit..................................................................................................................................2-15

NOVA control Interface (NCI)...........................................................................................................2-16

3. Pre-deployment Process................................................................................................. 3-1

Site Analysis................................................................................................................................3-1

Weather Conditions...........................................................................................................................3-1

Terrain................................................................................................................................................3-2

Map Cacheing ....................................................................................................................................3-3

Aviation Sectional Review.................................................................................................................3-3

COA Boundary ...................................................................................................................................3-3

Flight Operations Form .....................................................................................................................3-4

First Aid..............................................................................................................................................3-4

4. Pre-Flight........................................................................................................................ 4-1

Nova Assembly ...........................................................................................................................4-1

Center of Gravity ...............................................................................................................................4-5

NCI Mission Manager ..................................................................................................................4-5

DDL Comms ................................................................................................................................4-9

Establishing Connections...................................................................................................................4-9

Troubleshooting & Extra Information................................................................................................4-9
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

Low Comm Strength.........................................................................................................................4-11

Avionics Preflight ......................................................................................................................4-12

Controls Preflight ......................................................................................................................4-14

5. Normal Operations......................................................................................................... 5-1

Launch procedures......................................................................................................................5-1

Flight Monitoring...............................................................................................................................5-4

Recovery.....................................................................................................................................5-5

Autonomous Landing.........................................................................................................................5-5

Manual Landing..................................................................................................................................5-8

Using the Gamepad: Manual and Altitude Mode..........................................................................5-8

Manual Mode.....................................................................................................................................5-8

Gamepad Manual Landing .................................................................................................................5-9

Altitude Mode....................................................................................................................................5-9

6. Post-Flight Process.......................................................................................................... 6-1

Post-Flight Checks.......................................................................................................................6-1

Mechanical check...............................................................................................................................6-1

Bench check .......................................................................................................................................6-1

7. GCS Software.................................................................................................................. 7-1

Virtual Cockpit ............................................................................................................................7-1

Mode Support.............................................................................................................................7-2

Moving Map Interface.................................................................................................................7-4

Heads Up Display (HUD) ..............................................................................................................7-5

DDL Communication....................................................................................................................7-8

Low Comm Strength...........................................................................................................................7-9

Static IP Addresses....................................................................................................................7-10

Switching Payloads....................................................................................................................7-11

8. Planning Considerations ................................................................................................. 8-1

Terrain................................................................................................................................................8-1

Other Operations...............................................................................................................................8-1

Contingency Plans:.............................................................................................................................8-2

Basic Mission Planning: ...............................................................................................................8-2

Mission:..............................................................................................................................................8-2

Mission Types:....................................................................................................................................8-2

Other Considerations: .................................................................................................................8-4

Site Selection......................................................................................................................................8-4

9. Emergency Procedures.................................................................................................... 9-1

Power Loss..................................................................................................................................9-1

Loss of Communications..............................................................................................................9-1

Loss of GPS..................................................................................................................................9-3

Loss of Video Link........................................................................................................................9-4

Airspace Incursion from another Aircraft.........................................................................................9-4

Down Air Vehicle Recovery..........................................................................................................9-5

Software Crash............................................................................................................................9-5

10. Troubleshooting & Maintenance................................................................................. 10-1

Field / Depot level repairs .........................................................................................................10-1
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

Field Repair Kit (FRK)........................................................................................................................10-1

Spare Parts.......................................................................................................................................10-1

Airframe inspection and maintenance .......................................................................................10-1

Propeller inspection-........................................................................................................................10-1

Aileron inspection-...........................................................................................................................10-1

Anti-rotation pin- .............................................................................................................................10-2

Skegs- ...............................................................................................................................................10-2

Payload window-..............................................................................................................................10-2

Message Window Key ...............................................................................................................10-2

ESC Error Codes.........................................................................................................................10-4

Phoenix Edge ESC error codes: ........................................................................................................10-4

11. Airspace Management................................................................................................ 11-1

Regulatory Airspace ..................................................................................................................11-1

Class G Weather Limitations: .....................................................................................................11-2

COA (Certificate of Authorization)...................................................................................................11-3

MOA (Military Operations Area)......................................................................................................11-3
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

1-1

1. General Information

Revision History

Change Date Status Author

Initial Version 1/30/2013 Complete Kevin Choate

Restructure & VC3 3/6/2014 Complete Ryan MacNeille

DDL/Class G/Safety 8/22/2014 Complete Ryan MacNeille

GCS Networking 10/30/2014 Complete Ryan MacNeille

Inoperable Parts 12/11/2014 Complete Ryan MacNeille

Change Index

Safety Signal Words

These signal words denote levels of hazard seriousness. These signal words are used throughout this 

document to emphasize critical information. Read and follow these statements to ensure personnel safety 

and prevent product damage.

Warning

A procedure, practice or condition that may result in injury or death if 

not carefully observed or followed

Caution A procedure, practice, or condition that may damage equipment if 

not carefully observed or followed

Note A procedure, practice, or condition that is essential to emphasize
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

1-2

Acronyms

Acronym Definition

ACP Airspace Control Plan

AGL Above Ground Level

AO Area of Operations

AOI Area of Interest

AV Air Vehicle

COA Certificate of Authorization

DDL Digital Data Link

DEM Digital Elevation Model

DTED Digital Terrain Elevation Data

EO Electro-Optical

FAA Federal Aviation Administration

FL Flight Level

FRK Field Repair Kit

GCS Ground Control Station

GPS Global Position System

IFR Instrument Flight Rules

IP Internet Protocol

ISRT Intelligence, Surveillance, Reconnaissance, & Tracking

IR Infrared

Li-Ion Lithium Ion

LOL Loss of Link

LOS Line of Sight

METAR Meteorological Aerodrome Report

MGRS Military Grid Reference System

MOA Military Operations Area

MSL Mean Sea Level

NAV Navigation

NCI Nova Control Interface

PIC Pilot In Command

RF Radio Frequency

ROA Restricted Operating Area

RSSI Received Signal Strength Indication

TAF Terminal Aerodrome Forecast

TtT Time to Target

VC Virtual Cockpit

VFR Visual Flight Rules
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

1-2

Roles & Responsibilities

The Flight Team consists of a GCS Operator/PIC and an Observer. Each member of the 

flight team is responsible for certain aspects in order for a mission to be successful, 

starting from Pre Mission Planning - finishing at Post Flight.

GCS Operator/PIC

Pre Mission Planning- The GCS Operator is responsible for site analysis, ensuring 

weather conditions are with in standard operating limitations, ensuring maps 

have been cached for the AOI, mission will be will be with in FAA regulations, 

and a flight plan has been created and saved.

Pre Flight- GCS Operator conducts all GCS related preflight procedures.

In Flight- It is the GCS Operators responsibility to monitor comms & GPS status, 

adjusting mission parameters as necessary, and flight characteristics of the AV, 

including launch and land.

Observer

Pre Mission Planning- The Observer is responsible for completing the Flight 

Operations Form.

Pre Flight- Observer conducts all AV related preflight procedures.

In Flight- Observer maintains “eyes on” the AV whenever possible as well as in air 

traffic entering the AOI. The Observer also handles all gamepad inputs for in 

flight operations as well as landing.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-3

2. Nova System Description

The Nova Block III is a Tier II AV capable of 90 minutes endurance while keeping one of 

several sensor options over a target. The system can support high definition mapping, 

multispectral and gimbaled IR/EO payloads. Useful operational capabilities of this 

aircraft include:

 Aerial Mapping

 Geo-referenced imagery

 Target acquisition and following

 Intelligence, Surveillance, Reconnaissance, & Tracking (ISRT)

 Security

 Force Protection

 Damage Assessment

Specifications & Limitations

Aircraft Specifications

 Length: (1.6 m) 65”

 Wingspan: (2.7 m) 108”

 Empty Weight: 8.4lbs (3.8 kg)

 Max Payload Weight: 2.9 lbs (1.3 kg)

 Max Takeoff Weight: 14.8 lbs (6.7 kg)

 Power: LiPo 22.2V nominal

 Landing Gear Type: Reinforced Skegs

 Launch Method: Hand Launch

 Navigation: GPS

 Endurance: 90min.

 C2 Frequency: 902-928MHz

 Video Frequency: 2.4GHz

 DDL Frequency (if installed): 2.4 GHz

 Range: 15 Km (9.3 miles) beyond line of sight

 Cruise Speed: 15.4m/s (30 kts)

Aircraft Limitations

 Operational Temps: -20oC (-4oF) to 60oC (140oF)

 Dash Speed: 25m/s (48 kts)

 Stall Speed: 11m/s (21 kts)

 Battery Low: 17.8V (As Indicated)

 Roll: 30°

 Pitch Up: 30°

 Pitch Down: -15°

 Altitude Ceiling: 3048 m(10,000 FT) MSL

 GPS: Min 4 Sats
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-4

Weather-specific Limitations

 Precipitation: Light rain

 Winds: 10m/s – Gusting 13m/s (19.4 kts Gusting 25.2kts)

 Landing Cross Winds: 5m/s (9.7 kts)

 Landing Tail Winds: 0m/s (0 kts)

 Launching Tail Winds: 0m/s (0 kts)

 Launching Cross Winds: 0m/s (0 kts)

Caution Failure to follow the above specifications can cause loss or damage to 

AV.

Propulsion

Battery Charging, Storage & Safety

 Lithium Polymer battery packs can be volatile if not used properly. 

 Always use a charger that is designed specifically for charging Lithium Polymer 

batteries.

 Always ensure proper charger configuration for voltage or cell count and 

current.

 Batteries should be charged and stored in a fire-safe container. 

 Never charge near flammable materials.

 An ABC (Monoammonium Phosphate) fire extinguisher should be kept nearby at all 

times.

 Never charge or store batteries inside an automobile.

 Never leave batteries unattended while charging.

 New battery packs will arrive approximately half charged. Ensure all battery 

packs are fully charged before their first use.

 When connecting a battery pack to a charger, take care to observe the correct 

polarity and always connect the balance connector. 

 Make sure to set the charger to the correct settings for voltage or cell count and 

current.

 The charger should be set to the correct voltage or cell count, indicated on the 

battery pack label. For example: Charge a 22.2V (6S) battery pack at 22.2V or 

6S. 

 The charge rate should not exceed 1C (one times the capacity of the battery). 

For example: Charge an 11,000mAH battery at or below 11Amps.

 Battery packs must be stored at 3.8V/cell to 3.9V/cell (approximately 50% 

charge).

 Battery packs should be stored at room temperature between 40 and 70 

degrees F for best results.

 Battery packs should NEVER exceed 140F temperature.

 Do not discharge battery packs below 3V/cell under load.

 Allow battery packs to cool to ambient temperature before re-charging.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-5

Warning

Battery packs may be damaged if they are involved in a crash, 

become punctured, start to swell or become puffy. If this occurs, the 

pack should be set aside in a safe area, clear from any personnel or 

flammable material.

Warning Failure to comply with these safety instructions may result in fire, 

personal injury and or damage to property.

Damaged batteries should be placed in a non-metallic container to soak in salt water. 

Once safety has been confirmed, dispose of through local hazardous waste facility.

Lithium Polymer Performance

The Nova battery pack should:

 Show 25.2V fully charged.

 Never be discharged below 18V.

 Be stored at 22.8V to 23.4V (approximately 50% charge).

Cold Weather performance

Low temperatures can affect battery pack performance and duration. It is 

recommended that battery packs be stored at room temperature between 40 to 70°F 

for maximum performance.

Electronic Speed Controller (ESC) Technology

When the AV is first powered on, operators should hear initialization tones, followed by a 

number of beeps that represent the battery cell count. After the final initialization 

tones, the servos and autopilot should power on after approximately 5 seconds. If not, 

immediately disconnect the battery and inspect for potential problems.

 Phoenix Edge ESC error codes.

• - Low voltage cutoff 

• - • Over temperature 

• - - Excessive load 

• • Start fail 

• • - Radio glitch 

••• Motor anomaly

- • Over-current 

- • • Auxiliary Wire Radio Glitch

Motor Safety

 Operators should always vocalize mode changes and ensure that the prop is 

clear before throttling up. 

 When testing the throttle, all objects and personnel should remain clear of the 

front and sides of the prop.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-6

Warning All personell must maintain a safe distance from the propeller when 

any electrical power is supplied.

Propeller Choice 

 A 15x13” prop is the standard design and should be used in normal operations.

 A 17x13” prop provides more thrust for takeoff but will decrease efficiency.

o Can be useful for low wind conditions during launch.

o Can be useful when training an inexperienced operator how to throw the 

AV.

Nova Airframe, Avionics & Payloads

Fuselage 65’’ in length. Main structural piece. Contains propulsion 

system, payload bay and avionics.

Wing Center 

Section

Center section mounts to the Fuselage with three bolts. 

Actuator Arms installed on both sides of the section, attach to 

servos mounted in the wing section. These arms engage the 

ailerons when Wing Tips are fitted. Pitot tube installed on right 

hand side.

Right and 

Left Wing 

Tips

Mount to the Wing Center Section via Joiner Tubes. Hinged 

ailerons for roll control engage the actuator arms protruding 

from each end of the Center Section.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-7

Avionics

Autopilot:

– Lockheed Martin/Procerus Kestrel system

– 12 Channel, 5hz GPS

– 6-DOF Inertial Measurement Unit

– Barometric Altitude Sensor

– Dynamic, Differential Airspeed Sensor

Datalink:

– 902-928 MHz FHSS (License-Free ISM Band)

or

– 2.4GHz Digital Data Link (DDL)

– 100mW - 1W (20-30dBm) Output Power

– FCC Part 15.247

Left and 

Right V-tail 

Mount to the Fuselage tail section via electrical quickdisconnects and retaining bolts. Each side contains one servo 

to actuate “Ruddervators” which act as combined rudders 

and elevators for pitch and yaw control.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-8

Electric 

Propulsion 

System

1000 Watt electric motor, a 100A ESC and a 15X13 or 17X13”

folding propeller.

Battery One 22.2V (nominal), 11Ah Lithium/Polymer rechargeable 

battery pack:

 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-9

MP32

Metric 

Mapping 

Payload

A high-resolution, directly geo-referenced imaging system 

designed to provide data for the generation of orthorectified 

mosaics and Digital Elevation Models (DEMs).

 

MP21

Standard

Mapping 

Payload

Mapping payload which integrates a professional-grade 

CanonTM camera with high-quality optics and an 

advanced direct georeferencing system. 

 

VP23

Perceptor

Payload

• Gimbal Mounted EO/IR – The small, lightweight, dual sensor 

gimbal provides high precision pointing accuracies using 

onboard EO and IR imagers with an optional laser 

illuminator.

• 360 degree, continuous rotation

• Gyro-stabilized

• HD 720p digital video, 10 MP high-resolution stills

• 640x480 long wave infrared (IR) imager

• 300 mW laser illuminator (LI), available at 400 - 2000 nm

 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-10

Ground Control Stations

Nova GC25

Mechanical Specifications

 Dimensions: 1000x420x170mm (39 x 16.5 x 6.9) in

 Weight: 18kg (40lbs.)

 Ops temperature: -20 to +70°C

 IP66 When Closed

 Integral Wiring, Cables, and Antennas

Electrical Specifications

 DC input: 10-32 VDC

 Battery type: Lithium-Ion Rechargable

 Battery Capacity: 108 Watt/hrs

 Battery Operation Time: 2 Hours

 Connections: 2 serial (RS-232), 2 USB, 2 Ethernet, 1 Composite Video in, 1 

Microphone in, 1 Audio out, PCMCIA slot, HDMI

 Two 12 V, 5A DC outputs

Datalink Specifications

 902-928 MHz FHSS (License-Free ISM Band)

or

 2.4 GHz DDL

 100mW - 1W (20-30dBm) Output Power

 FCC Part 15.247

 DD1494 Available
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-11

Ground control station uses two COTS Lithium-Ion MAKITA BL1830 batteries. Use only 

original 18V BL1830 MAKITA batteries. To remove the battery push the release button as 

shown below and pull the battery cartridge away from the mount. The battery 

cartridges and external power supply can be removed or connected any time during 

normal operation - the power system automatically controls power source selection. 

The external power is a priority source.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-12

 

 The GCS includes a standard MAKITA charger 

for the BL1830 batteries.

 Charging time for one battery is 

approximately 30 minutes. 

 Both 240 VAC and 110 V AC charger versions 

are available. 

Before installing the Toughbook, ensure that 

protection lid on the back side is opened. Install 

the Toughbook into the docking station as 

shown. Once the Toughbook is located in the 

docking station, the docking lever needs to be 

engaged by pushing the lever to the left, 

toward the “dock” position. To remove the 

Toughbook from the GCS, first disengage the 

docking lever and then remove the 

Toughbook.

The optional foldable stand is available for the GCS. Place the 

GCS on the top of the stand as shown above.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-13

GCS Power Specifications

Nova GC20

Description & Components

The Nova GC20 is a streamlined, easy-to-operate system with all necessary features 

needed for any mission.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-14

The GC20 includes a GCS computer, as well as a DDL receiver and Gamepad for 

communications and control. The GCS is powered off of the same 6S LiPo battery used 

in the Nova F6500, through a power distribution box

The GC20 stands on a survey tripod, mounted to the bottom-center of the GCS. When 

attaching the GCS, first retract the tripod legs and tighten the locks. Seat the tripod legs 

firmly onto a flat surface to avoid disruptions from wind or other obstructions. 

Center the GCS over the tripod and align the tripod bolt with the nut on the GCS. Use 

the bolt grip to firmly tighten the GCS until there is no wobble or excess movement.

Caution

Failure to properly assemble the GCS can cause numerous hazards to 

a mission and/or equipment. Always ensure the GCS is stable before 

each mission.

Safety

Pay attention to battery discharge when charging the GCS battery - be careful not to 

over discharge.

The DDL Receiver (Commbox) is connected to the GCS computer with an RJ-45 

Ethernet cable and is powered from the same power distribution box. The cables that 

run to-and-from these devices should always be kept clear of the edges of the case 

when closing. Always inspect these cables for pinches or tears before each mission.

Caution Damage to these GCS cables can cause a loss of communications –

potentially causing loss or damage to the AV.

The DDL receiver uses a swivel dipole antenna which should be tightly fitted and raised 

vertically before use.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-15

Flight Control Software

The operator can work intuitively with the aircraft and its payload while airborne using 

Virtual Cockpit and (NCI) Nova Control Interface. 

Virtual Cockpit

Virtual cockpit is the software control interface for the Kestrel Autopilot System. 

Note A complete user guide for Virtual Cockpit can be accessed on the USB 

drive provided with the NOVA system.

Virtual Cockpit 3.0 is a Windows-based ground control software system for the Kestrel 

autopilot system. Virtual Cockpit allows the operator to configure, monitor, and issue 

commands to the autopilot and Commbox, upload flight plans and change waypoints, 

all while the AV is in the air. 

The Ground Control System is capable of self-position reporting through an integrated 

Garmin 18xLVC GPS receiver which communicates through the Commbox. This 

information is then relayed to the GSL to be reported on VC. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

2-16

NOVA control Interface (NCI)

NCI serves three main functions; preflight process manager, payload manager and 

flight system monitor. When the preflight process is correctly followed, the flight team is 

ensuring they’ve covered all necessary steps to prevent a failed launch. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

3-1

3. Pre-deployment Process

A very important part of successful planning involves identifying any and all 

threats to the operation’s safe, successful outcome. While some threats are not 

always expected, many can be avoided or planned for.

Site Analysis

Once the mission location has been established, use Google Earth to survey the Area of 

Interest (AOI) to plan for obstructions, high terrain and to select the best possible takeoff 

and landing locations in relation to the nearest airport. Ensure to plan your mission 

beyond five miles of an airport, this includes actual flight as well as takeoff and landing.

Weather Conditions

Weather should be constantly monitored by the AV flight team before and during each 

mission. In order to have up to date weather conditions, the flight team should have a 

general knowledge and decoding capability of local TAFs & METARs. For a real time 

local TAF & METAR, refer to the following website:

http://aviationweather.gov/adds/tafs/

TAF (Terminal Aerodrome Forecast) - A concise statement of the expected meteorological 

conditions at an airport during a specified period (usually 24 hours). Each ICAO state may 

modify the code as needed.

METAR (Meteorological Aerodrome Report) - An aviation routine weather report issued at hourly 

or half-hourly intervals. It is a description of the meteorological elements observed at an airport 

at a specific time.

Caution Operating outside of weather condition parameters can cause damage 

to the Nova AV.

Wind –Operation in high winds that may exceed the performance of the AV could result 

in failed launches, departure from controlled flight, and even aircraft loss. Cross wind 

landing operations need to be avoided if possible. Always obtain a wind forecast for 

the AOI prior to planning a mission.

Temperature Extremes – Electric powered aircraft such as the Nova are typically 

powered by Lithium-Polymer batteries, which when operated below 40° F experience 

drastic voltage drops. Operators should always keep batteries stored between 40 and 

70 degrees F. Once airborne, the battery will keep itself warm as it’s discharged. 

When operating in very high temperatures, AV performance may be limited by the 

reduced density of the ambient air, especially at higher altitude regions. In hot 

temperatures, electronics can also be affected, such as radio transmitters and rate 

gyros.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

3-2

Humidity – Operations in areas of high humidity can affect sensors, imagers and 

electronics. When taking system components out of cool, dry environments, allow the 

components to warm up naturally to ambient temperature and the condensation to 

evaporate from all surfaces and from within electronics prior to powering up the system. 

Exterior surfaces of the AV can be wiped down with a cloth in case of heavy 

condensation accumulation.

Precipitation – Rain, snow, sleet, and mist have an adverse effect on AV performance. 

The Nova is rated to fly in light rain; it is advised to land the system when precipitation is 

occurring. Precipitation can also ruin the image on most sensors lenses, rendering the 

video or other imagery useless. Mist and fog can obstruct a clear view of the target 

area from the mission altitude and render the mission useless.

Sleet and freezing rain can be catastrophic to AV operations. The rapid accumulation 

of ice on the wing and stabilizer edges, antennas and propeller blades is a real threat. 

The weight of ice accumulation can adversely affect the center of gravity and even 

over-load the AV in flight. Disruption of laminar airflow over the wings and across the 

stabilizers can be severely affected, resulting in loss of lift, departure from controlled 

flight and crash. It is not recommended to fly the Nova in rain, snow, sleet or freezing 

rain for extended amounts of time.

Cloud Ceiling – Low altitude clouds can obstruct the AVs view of the AOI and the 

operator’s view of the AV. TAF & METAR can give an accurate prediction of the cloud 

ceiling before the mission.

Terrain

Mountains – Rough, mountainous terrain operations require careful planning and 

attention to detail. In many cases, the AV will be operating at various altitudes in 

relation to the ground and the GCS. Loss-of-Link (LOL) is a real threat to operations as 

the AV can be inadvertently flown behind hills or mountain ridges that block Line of 

Sight of AV. Wind patterns in and around peaks and valleys can cause severe 

turbulence that often exceeds the performance capabilities of the craft and cause loss 

of the AV or terrain impact. Operators should monitor AV performance during these 

conditions.

Careful map study and planning of waypoints is crucial to successful rough terrain 

operations. Operators must account for ground elevation at every waypoint, as well as 

along flight paths between waypoints. Also, if LOL could occur, conservative fail safe 

settings should be made to avoid the AV turning into rising terrain as it follows the LOL 

failsafe procedures. Care should always be taken to avoid putting terrain between the 

AV and GCS. 

Dense Foliage – Operating over densely-foliated areas such as jungle or woodlands 

presents a number of various threats to AV operations. First, LOL is more likely to occur 

due to the fact that foliage tends to absorb RF signals from radios. Communication 

range of the AV over open desert can be several miles, whereas the range of the same 

AV over dense jungle or swamp can be much less. Fewer choices for appropriate 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

3-3

launch and recovery sites are also a problem. Often, the launch must be made in the 

direction of a line of trees and careful attention must be given to setup recovery points 

to avoid obstacles. 

Densely foliate areas of operation can also present fewer recovery options, should an 

in-flight issue develop with the AV. There are generally fewer acceptable emergency 

landing locations in these areas. Sometimes a small road or trail could be used to 

successfully land an AV in distress but the possibility of LOL during the emergency 

descent will likely result in limited success.

Map Cacheing

Maps collected through Virtual Cockpit on an internet connection are automatically 

cached into the program to be accessible off-line. This capability limits the operator’s 

dependency on internet connections at the field.

- In Virtual Cockpit, use the Google Earth plugin to zoom into the Area of Interest. 

Each zoom level will be saved in the program once it is focused.

Aviation Sectional Review

It is important to have a general knowledge of the airspace (Ie. Class D, class C) in and 

around the area of interest. Sectional reviews can also provide information on potential 

obstructions such as towers or terrain.

COA Boundary

Operators should be familiar with the boundaries of the Certificate of Authorization 

(COA) in which they are operating. These boundaries should include altitude and linear 

limits for the area of interest.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

3-4

Flight Operations Form

Use this form as a pre-deployment checklist to ensure that all necessary information is 

gathered and organized.

□ Flat Head Screwdriver

Post Flight Notes:

Flight Time:

 □ Hockey Puck

 □ Gaffers tape □ Velcro □ Ethernet Cable

□ Phillips Head Screwdriver

□ Ballast Weight □ spare props

Wing Bolts: □ 3 Tail Bolts: □ 2

Date: Customer: Flight# _____ of _____

GCS Lat: GCS Long:

Flight Purpose:

Time of T/O: Time of Landing: Total Flight Time:

AV Batteries: □ charged 

Payload: metirc non-metric ISR

Desired Altitude: m Desired Airspeed: m/s Tail Bolts: □ 2 Wing Bolts □ 3

AV Components

fuse: □ S/N: □ S/N: □ S/N:

wing: □ S/N: □ S/N: □ S/N:

tail: □ S/N: □ S/N: □ S/N:

Pre-op Deployment Checklist

 □ AC power supply

 □ Hand controller

GCS Components

 □ Comms antenna

 □ Video antenna

 □ Stand

 □ Toughbook

 □ Futaba Controller

 □ generator

 □ extension cord

 □ GCS batteries

Field Repair Kit

Payload Fasteners: □ 6

Auxilliary 

 □ Charging Station □ Canopy □chairs

 □ AV Log Book □ Pilot Log Book

 □ Futaba able

GCS Operator: Fuse #

Shutter Speed sec.

wind direction and speed

⃝

Avg downwind speed m/s

Avg. upwind speed m/s

Surveyor's Notes

Specific Flight Instructions

EP/ Observer: GCS Operator:

Wing # Tail # Battery#

First Aid

A First Aid Kit is an essential requirement to any mission with a UAV. Unforeseen incidents 

can always occur, regardless of operational preparation. The PIC, Observer and any 

other operational personnel onsite should always be diligent regarding personal and 

situational safety. As such, necessary first aid equipment should always be considered 

for each mission. As specific flight operations are considered, the PIC and Observer 

should always discuss the necessary equipment for any possible incident.

It is recommended that each member of the flight team be familiar with 

Cardiopulmonary Resuscitation and general First Aid as many operations are performed 

in remote locations, outside of easy access to emergency response teams.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-1

4. Pre-Flight

The NOVA system is designed to be operated by two people; the GCS operator/PIC 

(Pilot in Command) and Observer. The preflight process is executed within NCI. 

Note

During the preflight process, the operator will control the actions of the GCS 

interface while the observer will handle the AV and follow checklist 

instructions from the GCS operator

Nova Assembly

Payload Typically the payload is installed and stored in the fuselage. The 

payload will connect to the avionics via a 25-pin d-sub connector as 

seen below.

Once fitted down flush to the fuselage the payload is fastened down 

with six 6-32 thumb screws. Ensure that the fit is flush with the fuselage 

side gasket. Also make certain that every thumb screw is tightened 

down completely. 

Caution

In the event that the AV is landed on water this seal 

will be very important in keeping electronics from 

being damaged
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-2

V-tail 

Left/ Right

The male connector built into the v-tail plugs into the fuselage female 

connector. Be sure not to twist or turn the tail section while installing. The 

anti-rotation pin fits into the fuselage where it is bolted from the opposite 

side as shown below:

Battery The battery is placed into the battery compartment:

1. Set the battery into place on the Velcro where the fuselage is 

marked for a battery. 

2. Verify that the prop is clear of any objects or personnel.

3. Power on the AV at this time by plugging in the battery. The AV 

handler should remain clear of the Propeller while doing this. 

 

Warning Failure to stay clear of the prop at moment of ‘power 

on’ could result in injury.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-3

Main wing 

section

Attach main wings’ circular connector, pitot, and static lines to their 

fuselage counterparts

 

Main Wing Connector Pitot / Static Connectors

Lay the wing down to the fuselage while ensuring the pitot and static 

lines are not pinched. Now bolt the wing to the fuselage.

Note The most common scenario for a pinched pitot and static 

line is during battery installation.

Caution Pinched lines will cause an error in airspeed, altitude or 

possibly both. This can result in a downed AV.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-4

Wing tips Both wing tips are installed in the same manner; slide the wing tip’s tube 

into the main wing section’s joiner tube hole. Before the wing tip is 

brought flush with the main wing section, be sure to align the antirotation pin on the wing tip to the anti-rotation pin hole on the main 

wing section. At this same time, the RDS pocket on the wing tip should 

be lined up to fit the RDS arm, on the main wing section.

 

Once fitted properly, tape the two sections of the wing to ensure their 

connection during flight operations.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-5

Center of Gravity

The Nova’s center of gravity (CG) is located 3.625” back from the leading edge of the 

wing which is marked on its underside near the sides of the fuselage. When the Nova is 

supported at its CG, it should rest with the top of the fuselage straight and level (0 

degrees). Any balance condition other than this (nose heavy or tail heavy) is unsuitable 

for stable flight and components within the fuselage need to be shifted 

accordingly. The center of gravity can be set by either using a stand or by supporting 

the aircraft with your hands.

Note

All Nova AVs have a marker designating the craft’s center of gravity on 

the underside of the wing

NCI Mission Manager

Opening 

NCI / 

Indicators

The NCI icon is located on the desktop of the GCS. NCI will 

automatically connect to the payload and Virtual Cockpit. Once the 

payload has been turned on and Virtual Cockpit is open, both Virtual 

Cockpit and Payload indicators should turn blue as shown below.

Virtual Cockpit Indicator

Indicator representing the status of NCI’s connection with Virtual 

Cockpit. 

Indicator Colors:

Grey: Connection not initialized

Brown: Not Connected

Blue: Connected

Payload Indicator

Indicator representing the status of NCI’s connection with the payload

Indicator Colors:

Grey: Disabled (Payload is not connected to Autopilot)

Brown: Not Connected

Yellow: Attempting to connect

Blue: Connected
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-6

Loading a 

mission

Open NCI and select the ‘New Mission’ button, create a name for the 

mission and select Save. Now select ‘Load Mission’ to open the new 

mission file.

New Mission Button: Selecting this option will cause NCI to begin a new 

mission. If a mission has been loaded already when a new mission is 

created, the currently loaded mission will finalize its current flight and 

then save itself.

Load Mission Button: Selecting this option will cause NCI to prompt for a 

mission file.

New Flight Button: Selecting this option will begin a new flight with the 

user-entered flight name, operator and observer. NCI then saves the 

entered values. This button also starts the commbox checks and the 

ground station power check.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-7

Once this process is complete, NCI will enter the Mechanical Preflight 

page:

On this page, select the AV’s corresponding parts from the drop-down 

lists, then select ‘Power On’. This will open the Avionics Preflight page.

- These drop down menus save the trim settings for each 

component.

Express Setup Button: Use this option to have NCI attempt to read the 

values from the components. If NCI cannot receive these values, it will 

generate generic, neutral values for each component for quick checks.

Abort Button: Clears any user settings and deletes the current flight.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-8

Open Serial 

Port

Virtual Cockpit will automatically open the last serial port used by 

default. If not correct, select the right port from the Settings tab under 

“Serial and XML Settings”

VC agent 

select

The GCS operator may need to select the correct agent address. In 

Virtual Cockpit, select the Agents tab and select ‘ping agents’. This will 

give you the agent ID being broadcasted. Select the checkbox for the 

agent in ‘edit agent list’.

New agents can be added simply by typing the current agent number 

under the Address column.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-9

DDL Comms

Establishing Connections

If using DDL communication between the GCS and AV, follow this procedure to 

establish comms.

1. Apply power to the GCS to power on the DDL receiver. While establishing 

comms, the RSSI (Received Signal Strength Indication) lights on the DDL receiver 

will flash. (DDL modems generally take 40-45 seconds to boot).

2. Launch Virtual Cockpit on the GCS computer.

3. Apply power to the AV.

a. At this point, the AV will automatically begin establishing a connection 

with the DDL receiver. Once the connection is established, all three RSSI 

lights will be solid.

4. In Virtual Cockpit, check the comm strength in the status window on the left of 

the screen.

Troubleshooting & Extra Information

Network Connections

All GCS computers are preconfigured to automatically establish connections to the 

DDL receiver. There are two network connections on the GCS computer; the LAN 

(Ethernet) connection and a wireless connection. The LAN connection is configured 

with a STATIC IP address that must be maintained to establish a connection with the 

DDL receiver.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-10

Operators will need to use the wireless connection to cache maps (see the “Map 

Caching” section under Pre-Deployment Process for more information). It is not 

recommended to change the LAN connection’s IP address.

Warning

Changing IP addresses and establishing internet connections on the 

GCS computer are not recommended as they yield the opportunity to 

gather malware and other unwanted software on the computer.

If a connection is not automatically established, refer to the following troubleshooting 

checklist to determine the cause.

1. Ensure that the RJ45 Ethernet cable is connected between the computer and 

receiver.

2. Check the GCS computer’s IP address.

a. The GCS computer should have a STATIC IP address of 192.168.168.4

3. With the DDL receiver on, open a web browser and connect to 

http://192.168.168.2 (username: admin, password: admin). This will determine if 

the DDL receiver is running.

At the bottom of the receiver’s web page is a graphical signal indicator, showing 

the signal strength to the AV. If this indicator is not present, restart the DDL receiver 

and the AV to try again.

4. On the DDL receiver’s webpage, under the “Comport” tab, verify the active 

connection status and ensure that there are values for Transferred & Received 

Bytes. If there are no values, restart the AV.

Virtual Cockpit Comm & XML Settings

While in Virtual Cockpit, hit the F7 key on the keyboard to open the Global Settings 

window. Under the “Comm and XML Settings” option on the left menu are the 

preconfigured settings for DDL connections to the AV. Ensure that the comport under 

“Serial Connection Settings” is set to “Close” – the “Close” option should be greyed out.

These settings should NOT be changed unless they do not match the preconfigured 

values. Refer to this screenshot to ensure that no settings have changed:
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-11

Low Comm Strength

If the comm strength is too low and the AV is close to the receiver, the Tx power and

Wireless Distance values can be reconfigured; On the DDL receiver’s webpage, under 

the “Wireless” tab, select the “Radio” option:

Adjust the Tx Power to a higher value to increase the transmission. The Wireless Distance 

should be adjusted for the limits of the mission but should not surpass the physical limits 

of the AV.

These adjustments must be made on both the GCS DDL receiver and the AV receiver. 

Once a connection has been made to the GCS DDL receiver, the AV receiver can also 

be accessed in the same way using the following address: http://192.168.168.1

Once these values have been adjusted and saved, the receivers will lose connection 

briefly while they restart. If the comm strength does not increase after they have 

restarted, power off the AV and the GCS DDL receiver.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-12

Warning

For any other issues with connections using a DDL, contact Altavian for 

assistance. It is not recommended to troubleshoot without guidance 

from an approved engineer.

Avionics Preflight

Check 

Mechanical

NCI will prompt the following list of mechanical checks. These are 

physical checks done by the observer on the AV.

1. Propeller leading edge and flat head screws

2. Payload hatch screws tightened

3. Wing bolts tightened

4. Avionics bolts tightened

5. Tail bolts tightened

6. Aileron load test

7. Tail load test

Once these checks have been verified by the observer, select ‘Yes’ to 

continue the Avionics Preflight list.

Check Zero 

Pressure

The observer will shield the pitot tube with their cupped hands without 

coming in contact with the tube itself.

At this point, the GCS operator will select the ‘Check Zero Pressure’ 

button. The GCS operator will check Virtual Cockpit to ensure that 

airspeed reads 0m/s and altitude reads 0m/s.

Failures and solutions

 Pitot blocked- Check for obstructions in the pitot tube

 Pitot pinched- The pitot tubing can get pinched when the wing is 

placed onto the fuselage and fastened.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-13

 Zero pressure error- There is a chance that the pitot was not 

shielded properly by the AV handler. Shield the pitot per the 

instruction and re- zero the pressure.

If there is no blockage and no pinched tubes, check avionics for 

potential failure. Depot-level maintenance will be required.

Check 

Sensors

The GCS operator will announce “sensor check” to instruct the observer 

to stay clear of the AV for the check.

Check Trims Select ‘Check Trims’ to open the Trimming window. At this point, the 

observer will physically inspect neutral positions for all control surfaces.

The GCS operator will move the sliders left or right accordingly until 

neutral control surfaces are achieved. 

Once all control surfaces have been set, select ‘Save to Current 

Wing/Tail’ to finish, then close the trimming window.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-14

Check 

Attitude

The GCS operator will request for the AV to be straight and level. The 

observer will place the AV on a flat surface to simulate a straight and 

level flight position.

The GCS operator will verify in VC that the HUD is indicating straight and 

level flight, then select the ‘Check Attitude’ button.

Once the ‘Check Attitude’ button turns blue, select ‘continue’ to open 

the Controls Preflight page.

Controls Preflight

Check Flight 

Plan

At this time, the GCS operator will either load a pre-planned mission or 

create a new mission in Virtual Cockpit.

Once the ‘Check Flight Plan’ option is selected, NCI will upload the 

current mission in VC to the AV.

Typically, the AV team will have a pre-arranged flight plan tailored for a 

specific site. The one variable will be the setup of the approach path for 

landing. Upon observing the landing site for obstacles, wind direction 

and sufficient landing area, the AV handler will be asked to “walk the 

bread crumbs”.

Walking the bread crumbs

1. The GCS operator will make sure that the AV Trail is selected in 

map settings. 

2. The AV handler will then walk out to the desired landing point. 

From there, walk 100 meters on the line you desire the AV to fly on 

final approach. Then walk that line back to the desired landing 

spot.

3. The GCS operator will use this line to setup the rally to land on the 

map. 

The map created for the site won’t be as accurate as the bread crumbs. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-15

The flight plan selected must be within certain parameters. The final 

landing path should be no less than 400 meters and the break out 

altitude no less than 100 feet. The ‘Check Flight Plan’ tab will not pass if 

they are below these parameters
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-16

Recovery.fpf (Flight Plan)

In addition to the mission flight plan, a separate recovery flight plan is 

necessary so that the GCS operator has a simple, uncluttered view of 

the recovery.

An upwind abort point is needed in addition to Rally and Land. This .fpf 

file is loaded after the mapping mission.

Check 

Failsafes

The GCS operator will select the ‘Check Failsafes’ button to trigger NCI 

to upload preloaded failsafes to the AV.

The GCS operator will then select the ‘FS’ button in VC’s PreFlight menu 

to open the Failsafe Window.

The failsafe window allows for reconfiguration of the autopilot failsafes. 

The autopilot has several failsafe behaviors. The behaviors are designed 

to prevent damage or loss of an aircraft due to in-flight emergencies.

The GCS operator will use this window to verify that the included failsafes 

are configured properly. Use the following table for an understanding of 

each failsafe:
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-17

Failsafe Description

Loss of Comms 

during RC mode

If the autopilot does not receive RC controller 

packets for the specified amount of time, the 

autopilot switches to Manual Mode (holding 

aircraft level, cruise throttle). If communications 

are not re-established, stage 2 kicks in and the 

aircraft flies to Home or Rally.

Loss of comms Flies the aircraft Home or to Rally if 

communications are lost in any mode.

No GPS lock Puts the aircraft in a shallow bank if GPS lock is 

lost in Nav Mode, Home Mode, Rally Mode, or 

Loiter Mode. All of these modes rely on GPS 

lock to navigate the aircraft. As such, if GPS 

lock is lost, the aircraft will “wander” and could 

potentially become lost. By putting the aircraft 

in a shallow bank the distance the aircraft can 

wander is limited and the GPS is given the 

opportunity to re-acquire lock. If GPS lock is not 

re-acquired the operator can program the 

autopilot to auto-land.

Low AV battery Flies the aircraft Home or to Rally when the 

aircraft battery reaches a certain threshold of 

time as configured by the operator.

Critically low AV 

battery

Shuts the propulsion motor off and lands the 

aircraft at the current location. This failsafe is 

triggered if the battery drops below the critical 

battery voltage as configured by the operator. 

Check 

Wiggle

This test confirms that the control surfaces are deflecting in the correct 

direction. Three deflections will be checked by the observer; pitch up or 

down, yaw left or right and roll left or right. 

At this time, the GCS operator will select the ‘Check Wiggle’ button. A 

checklist window will appear for the following steps:

Pitch up or down

While holding the wing’s leading edge in one hand and the fuselage in 

the other, the observer will pitch the nose up by pushing the tail down 

and the ruddervators should compensate by deflecting down. The 

opposite occurs when you push the nose up as seen below.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-18

Yaw left or right

Pushing the tail toward any direction will cause the ruddervator to 

compensate by moving in the same direction.

Roll left or right

Rolling the AV to the left will cause the right aileron to compensate by 

moving up while the left aileron moves down. The opposite occurs when 

rolling the AV to the right.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-19

Once these checks have been verified, the GCS operator will select 

‘Yes’ in the checklist window to continue.

Check 

Spoilers

The GCS operator will select the ‘Check Spoilers’ button once for each 

spoilers setting; Low, Med and High. After selecting the button, the 

observer will verify that the ailerons are deflecting to the correct rates for 

each setting.

Check 

Manual

The manual check ensures that the control surfaces are moving 

correctly with the game pad and that the game pad is functioning 

properly.

The GCS operator will select the ‘Check Manual’ button and Select 

manual mode in the Virtual Cockpit window under ‘AV Modes’ as seen 

below:
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-20

Gamepad

The GCS operator will manipulate the aileron control on the game pad 

to ensure that the ailerons are moving in the correct direction. If the 

‘stick’ is pushed left, the control surfaces should react in a roll left 

manner. The opposite occurs when pushing the ‘stick’ right.

Pushing Up and Down will not cause any movement in control surfaces 

but is required for the check to pass.

 

Check 

Throttle

The GCS operator will ask the observer: “is prop clear?”. The observer will 

inspect the surrounding area to ensure that there are no objects or 

personnel within range of the hazard area (see below).

Upon confirming that the prop is clear, the AV launcher will announce, 

“prop clear”. The GCS operator will select the ‘check throttle’ button 

and initiate takeoff in Virtual Cockpit. A 10 second countdown will be 

shown in VC, the GCS operator will verbally count down with this 

indication. The throttle will rise to 100% at the end of this countdown. This 

should pass the check throttle test. The button will turn blue.

Warning Failure to stay clear of the prop during the entire 

“Throttle Check” process could result in injury or death.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

4-21

Check Air 

Data

The GCS operator will ask the observer to shield the pitot tube. This is 

done by creating a cup with your hand around the pitot tube without 

touching any part of it.

The GCS operator will select the ‘Check Air Data’ button while the tube 

is shielded. The GCS operator will then verify in VC that the airspeed 

reads 0m/s. NCI will then display a “Detecting Airspeed” notification in 

the top left corner of the program. When this is displayed, the GCS 

operator will announce “Ram Air”. At this time, the observer will blow into 

the pitot tube without coming into contact with the tube itself.

After the Ram Air check is complete, NCI will indicate in the top left 

corner: “Ready for Lift”. The observer will then lift the AV above the head 

with an extended arm. The GCS operator will verify that VC reads an 

altitude of 2m.

The GCS Operator will now select continue.

The AV is now ready for launch.

Failures and solutions

 Pitot blocked- Check for obstructions in the pitot tube

 Pitot pinched- The pitot tubing can get pinched when the wing is 

placed onto the fuselage and fastened.

 Zero pressure error- There is a chance that the pitot was not 

shielded properly by the AV handler. Shield the pitot per the 

instruction and re- zero the pressure.

If there is no blockage and no pinched tubes, check avionics for 

potential failure. Depot-level maintenance will be required.

Inoperable Parts

If at any time during the Pre-Flight procedure, a component is deemed to be 

damaged, the PIC will mark the component and contact Altavian for repair 

scheduling.

If a damaged part is structural or integral to the flight of the AV, document all 

information and abort the mission until a replacement component has been properly 

installed and completed a full flight test.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-1

5. Normal Operations

Launch procedures

Launch 

procedures

Following the preflight, the GCS operator will communicate to the 

thrower that they are ready for the hand launch. The thrower will 

acknowledge when they are ready for the hand launch. The GCS 

operator will have three take-off options in Virtual Cockpit; take-off 

waypoint, take-off spiral and take-off joystick. All of these modes have 

the option of having a countdown of 10 seconds with a warning 

throttle at the 7 second mark. The warning throttle is usually 15-20 

percent and is meant to alert the AV handler that they will be throwing 

shortly.

Takeoff waypoint

1. The first stage of takeoff (Takeoff Mode 0) causes the AV to fly a 

fixed throttle percentage and fixed pitch. Once the AV reaches 

a predefined speed or the rotate altitude it continues to the 

second stage. 

2. During the second stage of takeoff (Takeoff Mode 1) the AV 

continues to fly wings level until reaching the takeoff transition 

altitude. During this stage, the operator can control the aircraft’s 

roll angle using the right stick on the gamepad. The operator

may also adjust the airspeed by pushing forward or pulling 

backwards on the right stick. When the operator lets go of the 

gamepad, the AV will continue back at the trim airspeed and 

wings level until reaching the transition altitude. Once the AV 

reaches within the orbit radius of the takeoff waypoint, the 

operator will no longer be able to manually control the aircraft.

3. During the third stage of takeoff (Takeoff Mode 2) the AV flies to 

the uploaded takeoff-loiter location. Operators may adjust the 

airspeed by pushing forward or pulling backwards on the right 

stick. When the operator lets go of the gamepad, the AV will 

revert back to the trim airspeed. The AV will continue to circle at 

the takeoff loiter indefinitely and maintain the desired altitude 

until commanded otherwise.

Mode Altitude Triggers

Takeoff Mode Altitude Trigger

0 5 m

1 15 m

2 30 m
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-2

Takeoff spiral

1. The first stage of takeoff causes the AV to fly a fixed throttle 

percentage and fixed pitch. During this stage, the operator can 

temporarily change the pitch by using the gamepad. Once the 

AV reaches a predefined speed or the rotate altitude it 

transitions to the second stage. 

2. During the second stage of takeoff, the AV loiters around the 

GPS location that it recorded when it reached the second stage 

and continues climbing to the desired altitude. 

3. Once it reaches the desired altitude specified in the takeoff 

loiter, it automatically transitions to navigation mode.

Takeoff Joystick

1. The first stage of takeoff causes the AV to fly a fixed throttle 

percentage and fixed pitch. During this stage, the operator can 

temporarily change the pitch by using the gamepad. Once the 

AV reaches a predefined speed or altitude, it continues to the 

second stage. 

2. During the second stage of takeoff, the autopilot maintains a 

zero roll angle while climbing to the desired altitude in the 

takeoff waypoint. The operator can override the roll angle and 

airspeed using the right stick on the gamepad. 

3. Once the AV reaches the takeoff altitude, the autopilot 

transitions to Altitude Mode.

Once the takeoff mode is selected by the GCS operator, they will 

announce to the AV handler that they are selecting takeoff in Virtual 

Cockpit.

Hand Launch

Grip the AV on the narrowing section behind the payload portion of 

the fuselage. Hold as close to the CG as possible. All throws should be 

done into the wind. Throwing directly into the wind may not always be 

an option because of obstacles such as trees or buildings. The aircraft 

can be launched into a crosswind but the GCS operator should be 

prepared to command a bank angle in order to keep the aircraft from 

being turned onto a downwind

The AV should be thrown wings level and 0-5 degrees pitch. The motor 

has plenty of power to climb the AV.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-3

Takeoff Point

The AV climbs to the designated takeoff waypoint altitude and loiters. 

Once the AV is in loiter, the GCS operator will check on the health of 

the AV. This includes altitude, airspeed, strength of communications

and GPS signal strength.

Proceed to Data Collect

Once the health of the AV is verified, the GCS operator will select Nav 

Mode in VC to begin the mission. At this point, the AV proceeds to 

waypoint 1. In route to waypoint 1, the GCS operator will start the 

payload in the payload manager within NCI.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-4

Flight Monitoring

Flight 

Monitoring

Ground Distance: total ground distance travelled by the AV this flight.

Air Distance: total air distance travelled by the AV this flight.

Polling Duration: duration of the flight

Air Speed: current, average and peak airspeed.

Ground Speed: current, average and peak ground speed.

Payload Status Button: This button will be blue if the payload is in perfect 

working order, Red otherwise.

Abort Button: Clears any user settings and deletes the current flight.

The main window of the Virtual Cockpit is designed to provide easy access to the most 

frequently used buttons and status information. Lower level aircraft specific information 

is accessible through drop-down menus and dialogs.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-5

Pre-recovery Considerations

Once the payload has stopped, the GCS operator will send the AV to the rally point. 

The GCS operator will then load the recovery FPF file (flight plan) in Virtual Cockpit and 

upload it to the AV.

Info

If the recovery flight plan is not uploaded to the AV, the AV will 

continue to fly the previous mission.

Recovery

Autonomous Landing

To recover the AV using the autonomous landing mode, the operator will need to set 

up a flight plan in Virtual Cockpit. The following table will walk you through this process:

Autonomous Recovery

Landing 

Area

It is imperative that the GCS operator confirms with the pilot that the 

landing path is clear of obstacles. With an autonomous landing, the AV

will need an unobstructed path that is at least 400 meters in length. In 

addition to analyzing the landing path while on site, use the base map to 

confirm the landing path is free of obstructions.

Note

Any situation that does not allow for 400 meters of

unobstructed landing path should be reconsidered 

for a manual landing.

Set up in 

Virtual 

Cockpit

The AV must land either into the wind, or with a crosswind. 

 

Caution Landing with a tailwind will cause the AV to fly 

considerably far past your intended landing spot.

Select the point where you want the AV to land. Next, place the Rally 

orbit such that the landing path is 300-400 meters in length as measured 

from the landing path’s tangent point on the Rally orbit, to the landing 

point.

Rally & Flare Speed – Adjusted for Head Wind

The Rally and Flare speeds should be adjusted for head winds as follows:

Head Wind Rally Speed Flare Speed

0-3 m/s 14 m/s 12 m/s

3-5 m/s 14.5 m/s 12.5 m/s

5-7 m/s 15 m/s 13 m/s

7-10 m/s 15.5 m/s 13.5 m/s

10-12 m/s 16 m/s 14 m/s
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-6

Once the landing setup and the flight plan are completed, press the

“Upload” button in the upper right hand corner of Virtual Cockpit. In 

NCI, the “Check Flight Plan” step will upload the flight plan, as well as 

verify the landing path meets the minimum length requirements. 

“Land” 

Mode

The “Land” button will command the AV to fly to the Rally orbit. The 

speed of the AV will decrease to the set Rally speed. The standard Rally 

speed is 14 m/s in calm conditions. 

Note

If land mode is entered at a distance far from the 

Rally orbit, the GCS operator may want to 

override the airspeed to get into the Rally orbit 

sooner. In general, a better practice is to send 

the AV into the Rally orbit, and then proceed into 

“Land” mode.

Once established in the Rally orbit, the AV will start descending to the 

preset Rally “Break-Out” point. The AV will not break-out until it has 

reached the set break-out altitude.

Final 

Landing 

Approach

During the final landing approach the AV’s desired airspeed will walk 

down incrementally, starting from the set rally speed down to the set 

flare speed as it approaches the landing point. This reduction of 

airspeed begins at the backside of the rally orbit. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-7

Operator 

controls 

during 

autonomou

s landing

After the AV crosses the rally break-out point it will start tracking the 

landing path. While on the landing path, the operator will have limited 

airspeed, roll, and throttle control on the gamepad. The operator can 

also command a landing flare from the gamepad. 

Airspeed and roll is controlled with the right analog stick on the 

gamepad. Forward and backward stick inputs command the airspeed 

to increase and decrease respectively, while left and right stick inputs 

command the AV to roll left and right respectively.

Airspeed control is achieved by pitching the AV up and down. When 

commanding a decrease in airspeed, the AV will pitch UP. When 

commanding an increase in airspeed, the AV will pitch DOWN. In 

practice, the right analog stick will exhibit control behavior similar to that 

of an RC controller. 

Note

Since the airspeed during final landing approach 

decreases incrementally, it may not be possible 

for the operator to command a decrease in 

airspeed (pitch up) depending whether or not 

the AV’s desired airspeed is already at the lower 

threshold (stall speed).

Throttle is controlled with the top left trigger buttons on the gamepad 

(LB/LT or 5/7 depending on model). LB/5 commands throttle up, and 

LT/7 commands throttle down. Throttle can be used to decrease or 

increase the rate of descent. 

Landing Flare is triggered by depressing the right analog stick straight 

down into the body of the gamepad. Just prior to touch down, 

triggering the landing flare will command the AV to cut throttle and hold 

a pitch up attitude of 11 degrees. 

Caution

It is possible to stall the aircraft if the landing flare is 

triggered too early. It is suggested to trigger the 

landing flare only 1-2 seconds prior to touching 

down.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-8

Manual Landing

Manual landings can be done with the Gamepad. The following table explains the

usefulness in landing situations that prevent the operator from using the autonomous 

landing feature.

Gamepad (Manual mode) Recovery

Gamepad 

controller 

functionality in 

Manual mode

Manual Mode allows the operator to control the AV in a semiautonomous fashion. In this mode the autopilot maintains a 

constant airspeed by pitching up and down. The operator has full 

control over the AV’s roll and throttle using the gamepad.

Using the Gamepad: Manual and Altitude Mode

Manual Mode Parameters

Roll Limit 40 degrees

Altitude Mode Parameters

Max Altitude 380 meters

Min Altitude 40 meters

Button controls

Altitude Up Button 4

Altitude Down Button 6

Throttle Up Button 4

Throttle Down Button 6

Manual Mode Buttton 8

Altitude Mode Button 9

Navigation Mode Button 7

Home Mode Button 1

Loiter Mode Button 0

Flare Button 11

Manual Mode 

Manual mode is a semi-autonomous mode in which the aircraft’s roll, airspeed, and 

throttle is given to the GCS observer via the gamepad. The autopilot maintains the 

commanded airspeed at all times to prevent the aircraft from stalling. The user is given 

complete control of throttle in this mode. As a general rule the AV will maintain an 

altitude at a throttle setting between 20- 30%. In the case of the NOVA system manual 

mode is used by highly trained operators as an option for landing the AV without using 

the typical rally/land
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

5-9

Gamepad Manual Landing

A skilled operator can use the throttle to adjust the altitude in the flight pattern. Ideally 

the operator can use a typical rectangle pattern flown for VFR aviation landing. The 

altitudes for each leg will always vary, but starting on the upwind leg the Observer will 

begin to walk down the altitude via throttle control. The observer can always input a 

throttle increase if they feel they’ve dropped too much altitude. It is suggested that on 

final approach the AV is at its typical 40 meters altitude with 400 meters lateral distance 

remaining on the approach. The suggested airspeed is 13-14 m/s on final. Before 

touchdown the operator can apply back-stick to lower the airspeed and create a 

flare. This is very much a skill that requires practice and currency training.

Warning

Manual mode gives the user the most ‘human in 

the loop’ input of any of the modes. The operator

can fly the AV into the ground in this mode

Altitude Mode

Altitude Mode is another semi-autonomous mode in which the operator is in control of 

the desired altitude and roll angles, while the AV manages the throttle to maintain 

airspeed. Altitude mode is useful in search missions and as a tool for returning home if 

the AV experiences GPS failures. Ideally the AV is within line of sight if this occurs, and 

the Observer can fly the AV home. If the AV is not within line of sight the AV should be 

able to proceed with its loss of GPS failsafe.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

6-1

6. Post-Flight Process

Post-Flight Checks

Mechanical check

Inspect the entire aircraft for damage including the following

 Cracks in fuselage, wing and v-tail

 Damage to control surface hinges

 Strain on the (4) servos

 Nicks or cracks on prop blades

 Loose or improperly seated prop hub screw

Instructions to repair damages listed above can be found under Airframe Inspection & Maintenance

Bench check

Run the AV through a complete pre-flight check. This will allow the flight team to 

evaluate the AV’s propulsion and avionics systems for proper functionality.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-1

7. GCS Software

Virtual Cockpit

The main window of the Virtual Cockpit is designed to provide easy access to the most 

frequently used buttons and status information. Lower level aircraft specific information 

is accessible through drop-down menus and dialogs

Instrument Display

HUD (Heads Up Display)
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-2

Mode Support

The Kestrel autopilot supports 8 autonomous modes. These modes are accessed via the 

Mode buttons in Virtual Cockpit, displayed on the top left of the main window. The 

Mode buttons allow the operator to change between different levels of autonomy and 

navigation modes with a single press of a button. The figure below shows the Mode 

Buttons. The modes may be switched at any time. Any other user-assisted flight should 

be operated through the gamepad, connected to Virtual Cockpit.

To fully utilize the available AV modes, a gamepad/joystick is required. This section will 

discuss each of the individual AV modes, giving them thorough explanation along with 

detailed controller mapping. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-3

Manual Mode

Air vehicle holds airspeed using pitch (roll, airspeed, and throttle commands on 

Gamepad Controller).

Altitude Mode

AV holds altitude. Operator can change altitude with the left shoulder buttons.

Navigation Mode

Navigation (NAV) mode is a fully autonomous mode with many built in flexibilities that 

allow the operator to make adjustments when needed. NAV Mode can be set by 

clicking on the NAV button in Virtual Cockpit or pressing the NAV button on the 

gamepad.

NAV mode can be initiated after a flight plan has been uploaded. 

Info

If an operator attempts to place the AV in NAV mode before 

uploading a flight plan, the autopilot will return a Negative 

Acknowledgement and will remain in the previous mode.

When the AV is in NAV mode, it processes one waypoint command at a time. 

Operators can change the current command being executed by right-clicking on the 

desired waypoint and choosing the “Set as New” command menu option. The 

operator may also enter in the command manually. A new flight plan may be 

uploaded to the autopilot at any time. 

Home mode

Sends the AV directly to the location designated as “home”. The home location can 

be designated by the AV’s GPS when first acquiring GPS lock and commbox GPS.

Take off Mode

Take off Spiral

AV flies level to a commanded altitude and spirals to desired altitudeautomatically transitioning to Navigation mode at pre-set altitude

Take off Waypoint

AV flies to desired waypoint location and spirals to desired altitude- stays in spiral 

indefinitely until commanded otherwise

Take off Joystick

AV flies level until commanded differently by joystick- useful for clearing 

obstacles in takeoff path- transitions to Altitude mode at pre-set altitude

Loiter now mode

AV creates a loiter around the coordinate in which the AV is located when Loiter Now is 

selected. Operator can click-and-drag Loiter Now to change this coordinate. No 

upload is required.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-4

Land mode

AV flies to rally and descends to predetermined breakout altitude, then follows tangent 

glide slope to landing point on map.

Rally mode

Commands the AV to fly to the rally point and loiter. The operator can adjust the 

location of the loiter by moving the Rally point on the map and then uploading the 

flight plan. The autopilot uses its current altitude and current desired airspeed for the 

duration of the rally mode. This can be overridden using the Altitude and Airspeed 

Override controls. 

Moving Map Interface

Inserting Waypoints

 Direct – An unlimited number of waypoints can be added by holding the ‘control’ 

button on the keyboard and left-clinking on the map. Individual waypoint 

parameters can be adjusted by double-clicking on the waypoint.

 List – Waypoints can be added or altered individually in the waypoint list.

Mapping & Landing flight plans

Pre-created missions can be loaded by selecting the open folder icon in the Flight Plan 

Control section (Located from the popup menu at the bottom of the map. Changes 

that are uploaded are not active until they’re uploaded to the aircraft.

TtT (Time to Target)

In the right-side popout menu, checking the Nav Debug option will show the target 

details including TtT. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-5

Wind VectorIndicates winds aloft measuring wind direction and wind speed. Located in top left of 

map.

Heads Up Display (HUD)

Utilize the readouts in the HUD to quickly and accurately notice information related to 

the flight. 

Communications Indicator- Indicates strength of signal and bandwidth for 

communication with AV. Number of bars represents signal strength. Color of the bars 

represents the bandwidth (Green, Yellow, Red).

o The operator should monitor the ‘comms’ to keep track of where the line of 

sight communications are weak. This can become an issue if an area that is 

being mapped cannot be covered from the current location of the GCS.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-6

Battery Indicator- Indicates current remaining battery power measured in volts. Located 

above the HUD. Operator should have a consistent awareness of the real-time battery 

voltage during a flight. Battery voltage failsafes are as follows:

o Low battery failsafe is 20.4V

 (AV will fly to rally if the battery remains at 20.4V or lower for 5 

seconds)

o Critically Low battery failsafe 19.4V

 AV will land regardless of location

Range & Bearing- Indicates distance in meters and compass direction of the AV from 

home position. Located at bottom of HUD. 

Altitude

Desired Altitude- Indicates the commanded altitude. Located at the top right 

corner of HUD as well as above the HUD. Measured in meters (m). 

Actual Altitude- Indicates actual altitude relative to height above launch (HAL), 

located in the center of the right side of the HUD.

Climb Rate(CLB)- Indicates the current rate of climb, located in the center of the 

right side of the screen just below actual altitude. 

o Operators should be aware of the minimum and maximum altitude 

limits of 40m to 380m.

Airspeed

 Desired Airspeed- Indicates the commanded airspeed. Located at the top left 

corner of HUD (IAS m/s) as well as above the HUD. Measured in meters per 

second (m/s)

 Actual Airspeed- Indicates the actual airspeed relative to wind, located in the 

center of the left side of the HUD.

o Operators should be aware of the minimum and maximum airspeed limits 

of 14m/s to 30m/s.

 Ground Speed- Indicates the current speed, relative to the ground, located at 

the bottom-left corner of the HUD.

 Heading- Indicates magnetic heading of AV. Located at the bottom of HUD. 

Operators should always be aware of the AV’s heading relative to magnetic 

North.

Roll & Pitch

Roll and Pitch can be interpreted through the HUD. Limitations for Roll is 30° left and 

right. This is indicated at the top of the HUD with an arrow and numerically. Limitations 

for Pitch are 30° pitch up and 15° pitch down. This is indicated by hash marks in 5° 

increments in the center of the HUD as well as a numerical indication.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-7

Roll and Pitch Limits:

 Roll – 30 degrees left and right

 Pitch Up – 30 degreed

 Pitch Down – 15 degrees

GPS Status

Indicates current number of satellites acquired for the AV only. Located above the 

HUD.

Message Window

The message window is designed to provide the AV operator with brief status updates 

of the AV, Virtual Cockpit, and the commbox. The messages are designed to augment 

the information displayed elsewhere in the Virtual Cockpit and alert the operator with 

potential mission critical information. These messages are known as System Messages. 

System Messages are listed in the message window by order of priority, from high to low, 

and are displayed in red, orange, yellow, and green. The amount of time the message 

stays in the window is based on the priority and persistence of the state which caused 

the information to appear.

Altitude Override

This gives the operator the option to set any desired altitude, which overrides all other 

commanded altitudes. It is located in the side window pop out. Altitude Override 

cannot be set higher than 380m or lower than 40m.

Airspeed Override

This gives the operator the option to set any desired airspeed, which overrides all other 

commanded airspeeds. It is located in the side window pop out. This can be used to 

avoid undesired altitude decrease in turns as well as protecting the AV from a stall in a 

turn due to unexpected gusting winds. Minimum allowable commanded airspeed is 

14m/s. Maximum allowable commanded airspeed is 30m/s.

Caution Setting an airspeed that is too low can cause a stall.

Setting an airspeed that it too high can cause an excessive pitchdown
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-8

DDL Communication

All GCS computers are preconfigured to automatically establish connections to the 

DDL receiver. There are two network connections on the GCS computer; the LAN 

(Ethernet) connection and a wireless connection. The LAN connection is configured 

with a STATIC IP address that must be maintained to establish a connection with the 

DDL receiver.

Operators will need to use the wireless connection to cache maps (see the “Map 

Caching” section under Pre-Deployment Process for more information). It is not 

recommended to change the LAN connection’s IP address.

Warning

Changing IP addresses and establishing internet connections on the 

GCS computer are not recommended as they yield the opportunity to 

gather malware and other unwanted software on the computer.

If a connection is not automatically established, refer to the following troubleshooting 

checklist to determine the cause:

5. Ensure that the RJ45 Ethernet cable is connected between the computer and 

receiver.

6. Check the GCS computer’s IP address.

a. The GCS computer should have a STATIC IP address of 192.168.168.4

7. With the DDL receiver on, open a web browser and connect to 

http://192.168.168.2 (username: admin, password: admin). This will determine if 

the DDL receiver is running.

At the bottom of the receiver’s web page is a graphical signal indicator, showing 

the signal strength to the AV. If this indicator is not present, restart the DDL receiver 

and the AV to try again.

8. On the DDL receiver’s webpage, under the “Comport” tab, verify the active 

connection status and ensure that there are values for Transferred & Received 

Bytes. If there are no values, restart the AV.

Virtual Cockpit Comm & XML Settings

While in Virtual Cockpit, hit the F7 key on the keyboard to open the Global Settings 

window. Under the “Comm and XML Settings” option on the left menu are the 

preconfigured settings for DDL connections to the AV. Ensure that the comport under 

“Serial Connection Settings” is set to “Close” – the “Close” option should be greyed out.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-9

These settings should NOT be changed unless they do not match the preconfigured 

values. Refer to this screenshot to ensure that no settings have changed:

Low Comm Strength

If the comm strength is too low and the AV is close to the receiver, the Tx power and 

Wireless Distance values can be reconfigured; On the DDL receiver’s webpage, under 

the “Wireless” tab, select the “Radio” option:

Adjust the Tx Power to a higher value to increase the transmission. The Wireless Distance 

should be adjusted for the limits of the mission but should not surpass the physical limits 

of the AV.

These adjustments must be made on both the GCS DDL receiver and the AV receiver. 

Once a connection has been made to the GCS DDL receiver, the AV receiver can also 

be accessed in the same way using the following address: http://192.168.168.1

Once these values have been adjusted and saved, the receivers will lose connection 

briefly while they restart. If the comm strength does not increase after they have 

restarted, power off the AV and the GCS DDL receiver.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-10

Static IP Addresses

It is not recommended to change the preconfigured LAN IP address on the ground 

station computer. If this is required, follow these steps to ensure a proper configuration:

Right-click on the Network icon in the system tray and select “Open Network and 

Sharing Center”

On the left side of the Network and Sharing Center window, select “Change Adapter 

Settings”. A list of network connections will appear in a new window. Right-click “Local 

Area Connection” and select properties.

In the properties window, double-click “Internet Protocol Version 4” as shown above to 

open the IP settings window
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-11

The computer should be pre-configured with the following information:

To change the IP address, simply adjust the address in this window and select OK to 

save the settings.

Note: To configure the IP address for connecting directly to a mapping payload, the IP 

address should be changed to 192.168.4.4.

Caution

Changing the preconfigured IP address will cause DDL 

communications to no longer function. The address must 

be reconfigured back to 192.168.168.4 to work again.

Switching Payloads

When switching between Altavian payloads, the operator will need to adjust the 

payload configuration within VC:

In VC, select the F5 key to open the “Global Settings” window. Under the “Payload 

Config” option is a drop-down menu labeled “Port E”. Mapping payloads function 

under the “Pins,3,4 for Asynch Serial E Pass Through” option:
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

7-12

For the Nova VP23 Preceptor Payload, select the “Pins 3,4 for Procerus VPU, Servo 

Expansion on GPX Tx” option as seen here:

Once the proper configuration has been selected, click the “Upload Config” button –

Once the configuration has been uploaded, the button will turn gray. Then click the 

“Update Flash” button. This button will also turn gray once complete.

After the configurations have been uploaded, power-cycle the AV. 

Note: When power-cycling an AV with a DDL, the receiver must remain off for at least 

30 seconds before returning power. This will ensure that the receiver has completely 

restarted.

Caution Setting an incorrect payload selection can result in payload or AV 

functionality failure.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

8-1

8. Planning Considerations

A number of factors will influence the mission and need to be considered in the 

planning process.

Mission

Overall/Supported mission objective

• How to best configure the AV to support the mission

o EO vs. IR payload for day/night operations- Mapping 

Payload configured for appropriate type of data 

collection desired

Type of mission/task

• Aerial Survey/Mapping

• Remote route and area reconnaissance/surveillance

• Force protection

• Convoy security

• Target identification

• Personnel recovery/search and rescue

• Battle damage assessment

• Remote Sensing/Inspection

• - Other missions

Threats to Operation

Weather Effects Including:

• Wind Effects for Launch, downwind legs, upwind legs, 

loiter, thermals, and landing.

• Temperature extremes and effect on aircraft, 

cameras, and batteries.

• Humidity effects on imagers

• Precipitation impacts on electronics, imagers, and 

motors

 Terrain

o Obstructions caused by mountains, hills, or man-made 

structures

o Localized wind patterns caused by terrain, such as 

vortices and rotors that can upset the AV

o Foliage that can obscure line-of-site and affect 

communications performance

o Over-water operations with limited recovery options

o Confined areas for launch and landing

 Other Operations

o Unmanned Aircraft, cooperative or non

o Manned Aircraft, cooperative or non

o Surface activity of vehicles or personnel around the 

GCS
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

8-2

Other 

Considerations

• Launch and Recovery Site Selection

• Noise

• Battery/Power requirements

• Data Recording and Export

o Use of advanced operations/skills:

 Contingency Plans:

o Failed Launch

o Loss of Comms

o Loss of GPS

o Low Battery/Loss of Site Power

o Off-Site Landing/Crash

o Airspace Incursion

Basic Mission Planning:

Mission: 

First, the AV operator must obtain a clear definition of the overall or supported 

mission objective. Without knowing what the objective is, the operator will have 

a difficult time planning the flight(s) in accordance with the intent of the mission 

and what data collection is required. Always identify and understand the overall 

objective prior to beginning flight planning.

The proper configuration of the AV is important for the proper form of data 

collection. This includes topics such as sensor type Photogrammetric or 

Video(EO, IR), and power requirements. If night-time operations are required, 

identify how the landing environment will be marked. If multiple payloads and air 

vehicle configurations will be necessary, it may be beneficial to use dedicated 

vehicles for different configurations. This reduces the chance for configuration 

errors between flights. 

Mission Types:

Aerial Survey/Mapping – Mapping missions require careful pre-planning in order to 

ensure proper data collection and consistency. It is best to generate preplanned flight areas ahead of the mission time so that careful review of the flight 

plan can be performed. Once on site, the mission may require tuning to account 

for various wind conditions or terrain. Wind should be taken into account when 

planning turn-around points and which direction those points should be flown. 

Ideally, all turns should be made into the wind to reduce blow-out effect and get 

the AV back on line the quickest. 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

8-3

Altitudes need to be planned according to the capabilities of the survey 

payload as well as the data collected. Some missions may require data taken 

from different altitudes, so plan accordingly.

Linear Search or Route Recon – Such missions are generally operated along a linear 

flight path, such as a road, trail, or waterway. In many cases, the GCS will be 

mounted in/on a vehicle and travel with the AV.

When planning for a route recon mission, it’s important to account for wind 

effects along the route. Aircraft performance will dictate how fast the following 

ground vehicles will be able to travel. If the flight is travelling into the prevailing 

wind, aircraft ground speed and flight range will be diminished, and conversely, 

travelling with the wind will increase the AV ground speed and flight range. Cross 

winds generally have a negative impact on speed and range as well, as some of 

the air vehicle’s energy is being used to counter the crosswind effect on flight 

path. 

Designate emergency land points along the route. Should you experience a 

sudden battery, payload, or motor issue, you need to have a safe location to 

land the AV. In some cases, it might be the road itself. In such an event, care 

should be taken to avoid collisions with ground vehicles and personnel. Off-route 

emergency landing points, if available, offer a safer alternative to road or 

waterway landings.

Route search or recon missions don’t generally involve waypoints except for key 

turns in the route. This type of mission is largely operated with the AV in “Pilot-inthe-Loop” mode such as Manual or Altitude Mode. The pilot navigates the route 

primarily by video reference from the AV. This allows the pilot to best modulate 

speed and altitude to stay in sync with the convoy or target vehicle.

Area Search or Point Recon – These missions generally use a lot of waypoints to 

designate a grid pattern of various forms, and are generally flown in autonomous 

mode while the area is scanned by imagery payloads. Issues with such mission 

plans can range from aircraft endurance to terrain and Line of Sight coverage.

This mission type is often operated from a fixed location, either inside or outside 

the search area. Depending on the size of the search area, the total linear 

distance of the search flight plan could exceed the linear range of the AV. 

Therefore, larger areas will need to be broken down into sectors and flown 

separately.

The altitude of the flight plan will dictate the spacing between flight paths, and 

vice versa. Flying an area at higher altitudes will allow a greater distance 

between flight paths, resulting in a shorter linear distance required. Likewise, 

flying lower will require closer spacing of the flight paths, and increase the total 

distance the AV must travel to accomplish the mission. This trade-off must be 

taken into consideration to account for the data collected. If the data must 

include high level detail, the mission may have to be flown lower, and the area 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

8-4

broken down into sectors. If low-level detail is tolerated, flying at higher altitudes 

may allow the same area to be covered in one flight.

Wind effects on the typical Parallel Track pattern are highest when the flight 

paths are aligned with the wind. Orienting the flight paths cross wind will average 

out the ground speed, and provide more consistent times from path to path. As 

the AV approaches the end of a downwind flight line the operator should 

increase the desired airspeed before making the turn. The AV will then have the 

higher airspeed required for the upwind flight line. When approaching the end 

of the downwind flight line the increased airspeed should remain through the 

turn and decreased only once the AV is starting the next upwind flight line. 

When oriented with the wind, the down-wind path will be faster over the ground, 

offering the pilot/observer less time to analyze the imagery compared to the upwind path. Optimal groundspeed for mapping is 16 m/s +- 3m/s. Like Mapping 

Mission plans, turn-around points at either end of the parallel track pattern should 

be flown into the wind, reducing the blow-out affect when the AV attempts to 

regain position on the next flight path.

Other Considerations:

Site Selection –

Using a variety of resources, a proper operating site survey is important for safe 

operations. Google Earth is a useful tool for evaluating potential sites prior to 

arrival in the area. It can be used to measure out distances from structures and 

terrain, as well as obtain ground elevation data. Google Earth also happens to 

be the source for obtaining map imagery of the operational area for use in 

Virtual Cockpit. Because of this, using the drawing editor in Google Earth allows 

you to place borders, corridors, and points of interest prior to importing into 

Virtual Cockpit.

Use of other mapping resources is also advised, as some areas on GE are not up 

to date. Comparing and cross-referencing multiple sources ensures you have the 

most up to date data. In your map study, look for potential sites that have at 

least a 300 meter long area of flat ground, clear of obstructions, and that is at 

least 50 meters wide. This will serve as the takeoff and landing “runway”. Looking 

up weather almanac information online can help you determine if your chosen 

site is aligned with prevailing winds for the area. It is important to minimize crosswind operations.

If you have the opportunity to survey a potential site prior to operations, do so. 

Walk the entire area you intend to use for landing and look for potential hazards 

to the AV such as stumps, holes, large roots, or man-made protrusions from the 

ground. If you find something hazardous, mark it with surveyor’s tape so that it 

can be avoided during operations. If the ground is furrowed as in a plowed field, 

landings must be flown parallel to the furrows. Make sure that this will allow 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

8-5

orientation into the prevailing winds. Operating on furrowed fields is discouraged, 

as wing damage on landing is a greater risk.

Consider the location of the GCS, if you intend to operate from a fixed location. 

The most important consideration is Line of Sight to the AV anywhere in the Area 

of Operations. While this may not be practical in rough terrain, try to avoid LOS 

obstacles such as buildings, tree lines and large vehicles. Ensure a clear view of 

the intended approach path. It’s important to be able to maintain visual 

contact with the AV during the entire approach.

Noise – While the Nova AV is electric powered and therefore has a very low noise 

signature to begin with, consider any noise during ground operations that may 

compromise the operation. This generally applies only to environmental 

monitoring missions where noise will disturb the wildlife being studied and is 

critical to the mission.

Power/Battery Requirements – The GCS will require a constant source of power, 

be it from batteries, a generator, or a combination thereof. If noise is an issue, or 

operations are to be conducted from a mobile platform, batteries will be the 

primary source of power. Ensure that a sufficient number of batteries for the GCS 

and AV are packed in order to complete the mission. Make double sure that all 

batteries are fully charged and take care not to mix partially discharged packs. 

Utilize some method to identify discharged packs, such as taping the connector 

with gaffer’s tape. 

If a generator can be used, this is the preferred power solution for continuous 

daily operations. AV flight packs can be easily recharged and made ready while 

the AV is airborne. It’s a good practice to have at least three flight packs on 

hand with a charger in order to keep up with continuous operations. The GCS 

can be operated on AC from a generator indefinitely, and should the generator 

fail, the GCS batteries will have sufficient charge to continue operations for up to 

two hours longer. When charging two flight packs at max amperage, and 

operating the GCS, a generator with at least a 2,000 Watt capacity is 

recommended.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

9-1

9. Emergency Procedures

Power Loss

Loss of power to the propulsion system will result in a controlled landing at an 

emergency decision site. The AV will continue to operate with the communications link 

and flight controls. The operator will immediately turn the AV toward the home position. 

The AV is designed as a glider, and thus has a glide slope of approximately 11/1. Under 

typical operating scenarios, the AV will be able to glide unpowered back to the 

designated home position where a suitable landing site can be selected. 

Loss of the main bus power can occur either at the battery junction, disabling motor

and flight controls, or at the motor bulkhead, disabling the motor. In the event of total 

power loss (Motor and flight controls), the vehicle follows a ballistic trajectory to the 

ground. The mitigation technique for this scenario is to minimize energy at impact. 

Maximum allowable speed while powered will not exceed 23 m/s, and maximum 

altitude to 300 meters, restricting the ballistic envelope. This is the only emergency 

situation where the airplane has no further recovery method.

Loss of Communications

A complete loss of link is unlikely, however it is a situation that is rehearsed and well 

planned for. The lost-link procedure is a benign event, as the NOVA is designed for 

complete autonomy from launch to landing with an operator-in-the-loop monitoring 

the airframe. The Lost Link landing site is the same landing site that is planned for in 

normal operations and is the optimal landing location within line-of-sight of the 

operator. 

The Nova uses a two-stage failsafe approach for all avionics failure conditions including 

lost Link. The first, (stage 1) is triggered when the AV has not received communication 

with the ground station for 5-10 seconds (programmable). A communications strength 

indicator on the ground station should alert the operator to this, but if it is not noticed 

after 10 seconds, audible and visual warnings will appear. The operator then 

announces a “lost Link” case to alert the ground crew.

After the Stage 1, 10 second interval, the AV enters stage 2. The AV maintains current 

altitude and navigates 

to the home WayPoint. 

This point is the same as 

the GCS location and 

the physical location of 

the operator and 

ground observer. This 

waypoint has been 

uploaded before 

takeoff, is within line-ofsight of operator and is 

used in standard 

operations to bring the 

AV back for landing.

Once at the home 

waypoint, the AV will 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

9-2

while it attempts to regain link with the ground station. After 300 seconds, if a link is not 

re-established, the AV will enter Stage 2. 300 seconds was determined based on the 

boot time of the laptop used in the ground station. In the event that the laptop locks up 

or shuts down, there is sufficient time to re-boot and attempt to reacquire link.

In Stage 2, the AV will continue to attempt to re-acquire link while it navigates 

through the landing procedure. The landing procedure for loss link is identical to a 

normal landing procedure. The AV will descend from “minimum safe altitude” to a 

breakout altitude (site specific) while continuing to loiter around the rally point. Once at 

the breakout altitude, the AV will depart the loiter along a tangential path toward the 

touchdown spot. The AV will descend on glide slope from the tangent point to the 

touchdown spot, slowing down to flair speed (12m/s) in the final moments before 

touchdown and automatically flare 3m above the ground. 

Perform the following checklist items to verify settings and attempt return of 

communications with the air vehicle:

Warning

Ensure that Landing Point Area and Approach path are clear of 

personell, vehicles, and equipment in order for the Air Vehicle to 

conduct a safe auto-landing. Assign at least one individual to 

continuously monitor the AV as soon as it becomes visible from the 

GCS location.

 HAND CONTROLLER - HOME Mode Button, Press.

 COMMBOX POWER – Check voltage in Virtual Cockpit Message Window

o If “No Comm” message displayed, cycle Commbox power switch (inside 

GCS equipment bay).

o DC Out 1 Switch – Check ON.

o If available, connect external power source to GCS.

 ANTENNAS – Check Orientation and connection

 LAPTOP – Check docking station engaged and locked

 COM PORT – In V.C, Press F7 “Comm and XML Settings”, ensure Com Port 1 is 

Open.

 AIR VEHICLE – Verify failsafe behavior via video telemetry or visual reference (if 

able). Monitor Air Vehicle until Comms restored or failsafe procedures terminate 

flight. If Air Vehicle does not begin execution of Failsafe Procedures, press ALT 

Mode button on hand controller and attempt manual control of Air Vehicle 

through gamepad. In some cases, telemetry from the Air Vehicle is lost, but AV 

will respond to control inputs from Hand Controller. If able, execute Manual or Alt 

Mode landing recovery with Hand Controller.

Note Once communications are regained, the AV will maintain its failsafe 

procedure until the operator selects a flight mode.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

9-3

Loss of GPS

Loss of GPS will result in the 

loss of a navigation solution

and autonomous function will 

be inhibited. The GPS-LOSS 

scenario is a two tiered 

recovery approach. Upon 

GPS-LOSS timeout, the AV will 

immediately enter a loiter 

orbit in an attempt to 

reacquire signal. If after 15 

seconds, GPS is not 

reacquired, the AV will enter tier two. At any time in tier one or two, the operator can 

take over with augmented control and utilize its onboard magnetometer to navigate 

back to the home waypoint through dead-reckoning. During this failure mode, the 

observer will call out AV position and movement back to the operator. Once the AV is 

close enough to resolve orientation or if operating with a live video payload, the 

operator can engage manual control and perform a manual landing at the predecided landing site.

If a cascade of failures has occurred and lost-link has also occurred, during tier two the 

AV will enter into a loiter-land procedure; descending in a loiter while reducing speed 

until contact with the ground at flair speed. During this decent, the AV is still in 

controlled flight and at touchdown the forward speed should not exceeded 11 m/s 

with the propeller off, minimizing damage to anything the AV may come in contact 

with.

Perform the following checklist items to capture the last known location and facilitate 

recovery of the air vehicle. Use of video telemetry with data overlay is highly 

encouraged in order to assist in AV recovery:

Caution

Recording the last known Return Home Heading and Lat/Long in a 

timely manner is crucial to successful orientation and recovery of the 

Air Vehicle.

 HAND CONTROLLER – Alt Mode Button PRESS, Right turn Command and Hold.

 VIDEO OVERLAY – Note Return Home Heading and Lat/Long position.

 V.C. HUD – Using hand controller in ALT MODE, turn to last recorded Return Home 

heading and hold MAG heading course in ALT MODE. Ignore AV location on 

map display.

 VIDEO – Recorder ON

 REFERENCE VIDEO – Using video telemetry, locate familiar landmarks to assist in 

returning home, such as roads, rivers, lakes, or structures. Continue to monitor 

MAG Heading to ensure situational awareness.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

9-4

Note

If GPS signal returns, enter HOME Mode and Recover Air Vehicle for 

troubleshooting. If Loss of GPS was momentary and full signal was 

regained shortly afterwards, continue operation and monitor Satellite 

Status in VC HUD for signal health. Occasional environmental issues 

can cause momentary loss of signal, and is normal in mountainous or 

urban terrain, or during periods of extreme solar flare activity.

Loss of Video Link

Perform the following checklist items to verify settings and attempt return of video 

telemetry from the air vehicle:

 ANTENNAS – Check Orientation

 MODE SELECT – HOME or LOITER NOW (Hand Controller or VC Window)

 VIDEO RECEIVER – Check Power LED (Inside GCS equipment bay)

 DC-OUT 2 SWITCH – Check ON

 VIRTUAL COCKPIT – Monitor AV telemetry. 

Note

If video telemetry is not required for mission accomplishment, continue 

mission using VC and closely monitor AV location and MAG Heading 

in case of GPS failure.

Airspace Incursion from another Aircraft

Warning

Proper coordination of airspace is critical to safe operations of 

unmanned aircraft systems. If operating co-operatively with other AVs, 

always employ at least two of the three means of deconfliction: Time, 

Altitude, and Distance.

Warning

Operation among manned aircraft should be carefully planned and 

executed only after proper pre-flight briefings with all parties involved 

in the mission.

Warning

Incursion from a manned aircraft could result in collision with the AV, 

resulting in loss of life. Proper response to such an incursion must be 

timely and not necessarily in the best interest of the AV. Ditching the 

AV could mean the diference in life or death of those operating 

manned aircraft.

It is the ultimate responsibility of the PIC for the safety of the AV and other manned 

vehicles in the area. In general, the PIC is “heads down” during data collection, and it is 

the responsibility of the observer to maintain visual contact with the AV and 

simultaneously other air traffic. The observer should alert the PIC of any traffic in the 

area as soon as it is spotted and direct the PIC to safe altitudes/ locations to maintain 

safe separation.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

9-5

 MODE SELECT – Loiter Now

 INCURRING AIRCRAFT – Monitor Speed, Direction, Altitude.

 ALTITUDE OVERRIDE – Set 200 feet (if incurring aircraft is above 500ft AGL)

 SPOILERS – Command FULL

 LOITER WAYPOINT – Move away from incurring aircraft flight path

Continue to monitor incurring aircraft for direction, speed, and altitude until threat is no 

longer a factor. If collision appears imminent:

 MODE SELECT – MANUAL Button PRESS, PRESS

 THROTTLE – Verify Set to ZERO

 HAND CONTROLLER – Command Full Nose DOWN

Down Air Vehicle Recovery

 VIDEO RECORDER – STOP and rewind to moment of downing.

 VIRTUAL COCKPIT – F5 PRESS, Click “Data Logs”, Under Telemetry Logger, Click 

“STOP”, then Click “Finish Flight Summary”

 WINDOWS FILE MANAGER – Open Flight Summaries folder and locate most recent 

Flight Summary and open in NOTEPAD

In the Flight Summary, locate the heading “Last-Known Information” and record the last 

known Lat/Long, Altitude, Heading, and Winds.

Using the map window on VC, attempt to identify the location of the aircraft in relation 

to the GCS, noting any roads, trails, or other means of passage closest to the aircraft.

Using a hand-held GPS receiver, program the AV’s last known location along with 

another waypoint at least 500 meters away on the AV’s last known heading. Use the 

GPS to guide the search team to the last known location, and then along the last 

known heading. Be aware that the AV could be hung up in trees above you, so look up 

during your search often. The motor speed controller may also still be powered, in which 

case a power-on “chirp” will be heard once every 30 seconds. 

If the last known heading is perpendicular to the prevailing winds, conduct search 

paths downwind of the last known heading path when expanding the search area.

Software Crash

In the event of a malfunction in Virtual Cockpit or a complete software crash, the AV 

operator will immediately turn off the comm box. This ensures the AV loses command 

and control and will begin to perform its loss of comm procedure. During this time the 

operator will close and reopen Virtual Cockpit. Once VC has been reopened, and the 

operator has determined to be working properly, the operator will turn on the comm 

box and ensure communications have been reestablished. While the operator is 

restarting VC, it is important that the observer has “eyes on” the AV to ensure that it is 

indeed performing its loss of comm procedure. If the software is not opened in time, or 

cannot be reopened, then the AV will land according to its current loss of comm 

procedure.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

10-1

10. Troubleshooting & Maintenance

Field / Depot level repairs

The support level for the Nova is offered in two levels; field level repair and depot level repair. All 

repairs not able to be completed at the field level will be raised to the depot level.

Field Repair Kit (FRK) 

Qty Part

1 Loctite .47 Oz. 5- minute Epoxy

5 Mixing Cup

5 Acid Brush 3/8”

1 Locktight

1 Zap-O Foam Safe Kicker 2Oz.

20 Popsicle Sticks

1 Multi Screw Driver

1 60 yd gaffers tape roll

Spare Parts

Qty Part

4 Knurled Thumb Screw 2.5’’

2 Knurled Thumb Screw 1.5’’

6 Washers, Neoprene- Bonded

12 Knurled Thumb Screw 4-40 1⁄2’’length

12 Washers, Neoprene-Bonded 4-40

2 15x13 Folding Propeller and Spinner Assembly

1 Folding Propeller

1 Aluminum Spinner

Airframe inspection and maintenance

Propeller inspectionPropellers are precisely built and calibrated. Even small nicks and gouges on 

both the leading and trailing edges will eventually diminish the efficiency of the 

propeller. The propeller on the Nova is made of carbon impregnated nylon and 

folds upon landing which helps to prevent these types of wear. Nevertheless, this 

wear on the propeller will accumulate over time. The preflight mechanical 

inspection includes inspection of the propeller as a first line of defense against 

flying with a compromised propeller. 

Aileron inspectionBoth ailerons are actuated by servos mounted in the wing. The servo is set into 

an RDS mount that is epoxied to the wing. Over time this box may come loose 

and this can be determined by trying to move the RDS arm while the AV is 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

10-2

powered down with the wingtips off. You should be able to determine if 

anything is loose under the vinyl by turning the RDS arm in both directions. If the 

arm is loose of the servo, or servo loose of the RDS pocket, the arm will have 

unnatural movement. The AV will need to go to the depot for this level of repair.

Another natural wear on the ailerons will be at the hinge that attaches it to the wingtip. 

Preflight ‘mechanical check’ will always require this be inspected for any breaks in this 

hinge. Gaffers tape can be used on breaks that are three inches or less. The tape is 

applied on the bottom of the wing with half on the wingtip and half on the aileron. Any 

break larger than three inches should be referred to the depot for repairs.

Anti-rotation pin- This pin, located on the wing tip, fits into the center wing section. Over 

time the space where the pin fits into the center wing section may become bored out. 

This means the wing tip may have rotational movement when fitted to the center wing 

section. This movement can be detected by applying rotational pressure on the 

wingtip when it is installed onto the wing center section. Detection of this rotation will 

demand a depot level repair.

SkegsThe NOVA is designed to land on its skegs. This will cause wear on the skegs over 

time. Typically a layer of gaffers tape is always on the skegs as a layer of 

protection. It is good practice to check that this layer has not been ripped on 

landings. Also, landing on rough, rocky surfaces will often penetrate the tape 

and extra layers may be required. 

Payload windowApplies to the mapping payload configuration. The skegs give the window some 

clearance from the ground but rocks can still hit the window directly. The clarity 

of this window is important to the final imagery and this window should be 

checked for scratches in pre and post flight checks

Message Window Key

This table lists the messages that may be displayed in the message window.

Commbox Messages Description

Commbox is not communicating with virtual 

cockpit

Commbox voltage at 10.8V

Commbox voltage at 10.1V and charging

Commbox voltage at 9.6V and charging

Commbox voltage at 8.4V and charging

Failsafe Messages Description

No GPS lock failsafe- circle phase. AV will circle 

at 20 degree roll angle in an attempt to reacquire GPS lock.

No GPS lock failsafe triggered- landing phase. 

Circle time has expired and AV will continue to 

hold 20 degree roll angle while landing.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

10-3

Low AV battery failsafe triggered. AV is flying to 

Home or Rally waypoint.

Critically low AV battery failsafe triggered. AV is 

landing at current location.

Low AV battery failsafe triggered without GPS 

lock. AV is attempting to fly Home or to Rally 

without lock (GPS lock failsafe will trigger if 

enabled).

Loss of Comm failsafe triggered. AV is flying to 

Home

or Rally waypoint.

Loss of Comm failsafe triggered without GPS 

lock. AV

is attempting to fly Home or to Rally without lock 

(GPS

lock failsafe will trigger if enabled).

Loss of Comm in RC Mode failsafe triggered –

stage

one. AV is holding level flight attitude at cruise 

throttle

(Manual mode).

Loss of Comm in RC Mode failsafe triggered –

stage

two. AV is flying to Home or Rally waypoint.

Loss of Comm in RC Mode failsafe triggered 

without

GPS lock – stage two. AV is flying to Home or 

Rally

waypoint without lock (GPS lock failsafe will 

trigger if

enabled).

Warning Messages Description

AV has low altitude

AV has low airspeed

AV does not have GPS lock

AV is not communicating

General Messages Description

The map was not loaded. (invalid path or file 

type).

COM1 port is not open and is unavailable.

The Virtual Cockpit flight plan the does not 

match the

autopilot flight plan and must be uploaded.
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

10-4

GPS communication not detected. The 

autopilot must

be rebooted to reset GPS receiver.

AV flight time. This message appears after 

landing.

Sensor Check Messages Description

Roll gyro failed sensor check

Pitch gyro failed sensor check

Yaw gyro failed sensor check

X accelerometer failed sensor check

Y accelerometer failed sensor

Z accelerometer failed sensor check

Airspeed sensor failed sensor check

Altitude sensor failed sensor check

Pitch estimate failed sensor check

Roll estimate failed sensor check

Temperature failed sensor check

X axis of magnetometer failed sensor check

Y axis of magnetometer failed sensor check

All sensors passed check

ESC Error Codes

When the AV is first powered on you should hear initialization tones, followed by a 

number of beeps that represent the battery cell count. After the final initialization 

tones, the servos/autopilot should power on after approximately 5 seconds, if not, 

IMMEDIATELY disconnect the battery.

Phoenix Edge ESC error codes:

• - Low voltage cutoff 

• - • Over temperature 

• - - Excessive load 

• • Start fail 

• • - Radio glitch 

••• Motor anomaly

- • Over-current 

- • • Auxiliary Wire Radio Glitch
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

11-1

11. Airspace Management

Regulatory Airspace

Within the National Airspace of the United States, the Federal Aviation Administration 

(FAA) defines and controls Regulatory Airspace. AV flights within the National Airspace 

require coordination with the FAA. The table below gives descriptions for airspace 

classes.

Airspace Class Description

A Generally, that airspace from 18,000 feet MSL up to and including 

Flight Level (FL) 600 (60,000 ft. MSL), including the airspace overlying 

the waters within 12 nautical miles of the coast of the 48 contiguous 

states and Alaska. Unless otherwise authorized, all persons must 

operate their aircraft under Instrument Flight Rules (IFR).

B Generally, that airspace from the surface to 10,000 feet MSL 

surrounding the nation’s busiest airports in terms of airport operations 

or passenger enplanements. The configuration of each Class B 

airspace area is individually tailored and consists of a surface area 

and two or more layers(some Class B airspace areas resemble upsidedown wedding cakes), and is designed to contain all published 

instrument procedures once an air-craft enters the airspace areas 

resemble upside-down wedding cakes), and is designed to contain 

all published instrument procedures once an aircraft enters the 

airspace. An ATC clearance is required for all aircraft to operate in 

the area, and all aircraft that are so cleared receive separation 

services within the airspace The cloud clearance requirement for 

Visual Flight Rules (VFR) operations is “clear of clouds.”

C Generally, that airspace from the surface to 4,000 feet above the 

airport elevation (charted in MSL) surrounding those airports that have 

an operational control tower, are serviced by a radar approach 

control, and that have a certain number of IFR operations or 

passenger enplanements. Although the configuration of each Class 

C area is individually tailored, the airspace usually consists of a 

surface area with a 5 nautical mile radius that extends from 1,200 feet 

to 4,000 feet above the airport elevation, and an outer area. Each 

person must establish two-way radio communications with the ATC 

facility providing air traffic services prior to entering the airspace and 

thereafter maintain those communications while within the airspace. 

VFR aircraft are only separated from IFR aircraft within the airspace.

D Generally, that airspace from the surface to 2,500 feet above the 

airport elevation (charted in MSL) surrounding those airports that have 

an operational control tower. The configuration of each Class D 

airspace area is individually tailored, and when instrument 

procedures are published, the airspace will normally be designed to 

contain the procedures. Arrival extensions for instrument approach 

procedures may be Class D or Class E airspace. Unless otherwise 
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

11-2

authorized, each person must establish two-way radio 

communications with the ATC facility providing air traffic services prior 

to entering the airspace and thereafter maintain those 

communications while in the airspace. No separation services are 

provided to VFR aircraft.

E Generally, if the airspace is not Class A, Class B, Class C, or Class D, 

and it is controlled airspace, it is Class E airspace. Class E airspace 

extends upward from either the surface or a designed altitude to the 

overlying or adjacent controlled airspace. When designated as a 

surface area, the airspace will be configured to contain all instrument 

procedures. Also in this class are federal airways, airspace beginning 

at either 700 or 1,200 feet AGL used to transition to/from the terminal 

or en route environment, en route domestic, and offshore airspace 

areas designated below 18,000 feet MSL. Unless designated at a 

lower altitude, Class E airspace begins at 14,500 MSL over the United 

States, including that airspace overlying the waters within 12 nautical 

miles off the coast of the 48 contiguous States and Alaska, up to, but 

not including 18,000 feet MSL, and the airspace above FL 600.

G That airspace not designated as Class A, B, C, D or E.

Class G Weather Limitations:
Altavian, Inc. | CONFIDENTIAL INFORMATION 

Use or disclosure of this information is subject to restrictions contained herein.

11-3

COA (Certificate of Authorization) - COA is an authorization issued by the Air Traffic 

Organization to a public operator for a specific AV activity. After a complete 

application is submitted, FAA conducts a comprehensive operational and technical 

review. If necessary, provisions or limitations may be imposed as part of the approval to 

ensure the AV can operate safely with other airspace users. In most cases, FAA will 

provide a formal response within 60 days from the time a completed application is 

submitted.

MOA (Military Operations Area) A military operations area (MOA) is airspace 

designated outside of Class A airspace, to separate or segregate certain nonhazardous 

military activities from IFR traffic and to identify for VFR traffic where these activities are 

conducted.