Exemption Request 

Under Section 333 of the FAA Reform 

Act & Part 11 of the Federal Aviation 

Regulations 

August 2015 

Prepared for: 

U.S. Department of Transportation, Docket Operations 

West Building Ground Floor, Room W12-140 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Prepared by: 

Environmental Institute of Houston 

Environmental Institute of Houston (EIH) 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

James Yokley 

yokley@uhcl.edu 

George Guillen 

guillen@uhcl.edu 
REQUEST FOR EXEMPTION 

Table of Contents 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Petition Summary ........................................................................................................... 2 

Characteristics of the Aqua UAV ..................................................................................... 4 

Applications ..................................................................................................................... 4 

Applicable Legal Standard under Section 333 ....................................................... 5 

Basis for Petition ............................................................................................................. 6 

Exemption Request ....................................................................................... 7 

Aqua UAV - Operations Manual. ...................................................................... Appendix A 

Aqua UAV- Aircraft Manual ........................................................................... Appendix B 

Aqua UAV- Flying Checklists ........................................................................ Appendix C 

Aqua UAV- Training Documentation ....................................................... Appendix D 

!onl \ ... , ; 'l ' .. ! I 

'. J 

El1\'lfO!'IIl'lelnStltlil!!ofHouston Page 11 
REQUEST FOR EXEMPTION 

August 3, 2015 

U.S. Department of Transportation, Docket Operations 

West Building Ground Floor, Room W12-140 

1200 New Jersey Ave., SE 

Washington, DC 20590 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Re: Exemption Request under Section 333 of the FAA Reform Act and Part 11 of the 

Federal Aviation Regulations 

Dear Madam or Sir, 

Pursuant to Section 333 of the FAA Modernization and Reform Act of 2012 (the "Reform 

Act") and 14 C.F.R. Part 11, the Environmental Institute of Houston ("EIH"), a branch of 

the University of Houston at Clear Lake in Houston, Texas, seeks an exemption for the 

Aqua UAV Unmanned Aircraft System manufactured by QUESTUAV, Ltd of the United 

Kingdom ("Aqua UAV") from the Federal Aviation Regulations ("FARs") listed below: 

• 14C.F.R. 21 

• 14C.F.R. 45.23 

• 14C.F.R. 45.29 

• 14C.F.R. 91.7(b) 

• 14C.F.R. 91.9(b)(2) 

• 14C.F.R. 91.109(a) 

• 14C.F.R. 91.119 

• 14 C.F.R. 91.121 

• 14C.F.R. 91.151(a) 

• 14 C.F.R. 91.203 (a) & (b) 

• 14 CFR Subpart E (91.401 - 91.417) 

The requested exemption would authorize unmanned aircraft operations for the purpose 

of precision aerial mapping and surveys of natural resources using the Aqua UAV for 

applications by EIH. These operations will be subject to strict operating requirements 

and conditions defined by the safety code of the Academy of Model Aeronautics (see 

Annex B), in order to ensure at least an equivalent level of safety to currently authorized 

operations using manned aircraft. 

The University of Houston-Clear Lake established the Environmental Institute of 

Houston (EIH) in 1991 to address regional issues of environmental concern. Since then, 

the institute has become a leader in building partnerships in research, education and 

outreach. EIH conducts and funds research on environmental issues with an emphasis 

on developing and implementing real-world solutions. It encourages academic activities 

and public discussion on natural resource conservation, pollution prevention, and 

related public policy issues. EIH supports environmental solutions that incorporate 

Page I 2 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

community resiliency, waste minimization, energy conservation, and reduces the loss of 

natural resource services. 

Current EIH research activities are focused on water resources, wetlands, fisheries, and 

wildlife conservation and management. Institute scientists apply a wide range of 

backgrounds to examining environmental issues statewide and throughout the Gulf of 

Mexico. EIH delivers the technical and scientific expertise to provide clarity to 

environmental challenges. EIH promotes multi-disciplinary collaboration through 

partnerships with a diverse group of organizations and management agencies. 

EIH's public participation and outreach program incorporates public input into the formal 

decision making process through stakeholder facilitation. EIH strives to provide access 

to environmental information to objectively expand the knowledge base of Houston's 

diverse communities. Activities include the creation and dissemination of information via 

public presentations, educational displays, lay-language reports and environmental data 

analysis. EIH staff provide the community with a source of knowledge through seminars 

and workshops to citizens and technical audiences oriented to the conservation of 

biodiversity and non-renewable and renewable resources. 

The requested exemption would authorize commercial academic research operations 

using the QuestUAV Aqua UAV for the efficient production of precision, valuable, highresolution, still photos; which would be of significant value with the accurate data in 

providing precision mapping and survey applications of natural resources. 

The electric-powered, unmanned aspect of aerial technology of the Aqua UAV provides 

a much safer solution to aerial surveying in that: 

a. The flight crews' lives will not be put at risk of an accident. 

b. The low and slow flight of an extremely light weight product with safety 

measures programmed into the Aqua UAV's operating system drastically 

reduces the chance of the general public being harmed. 

c. Since the Aqua UAV is electric-powered, there is absolutely none of the 

risks associated with fuel igniting. 

d. The Aqua UAV will eliminate the possibility of injuries of EIH's surveyor 

crew that would require accessing hard to reach areas and maneuvering 

on terrain that poses potential safety hazards. 

The following appendices are included in this document for reference purposes. 

EIH requests that the FAA treat these documents as proprietary under 14 C.F.R. 

11.35(b) and not include these appendices in the public docket: 

Aqua UAV - Operations Manual 

Aqua UAV - Aircraft Manual 

~~n~~~ Erwi!Th'mintal!nS!ltuteof!1Jugon Page I 3 
REQUEST FOR EXEMPTION 

Aqua UAV - Flying Checklists 

Aqua UAV - Training Documentation 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

These operations will be subject to strict operating requirements defined in the Aqua 

UAV user manual (EIH requests the FAA treat the Aqua UAV training program as 

proprietary under 14 CFR 11.35(b) and not include this document in the public docket) 

in order to ensure at least an equivalent level of safety to currently authorized 

operations using manned aircrafts. Given the technical specifications of the very light 

weight, Aqua UAV, and the type of operations; EIH believes it is relevant to use the 

Manufacturer Training Program, Operations Manual and Flying Checklists to meet the 

required level of safety of future operations with the Aqua UAV. (See Annex 8, C & D) 

The Aqua UAV will be operated by an individual who fulfills the following requirements: 

• The pilot in charge, ("PIC"), will maintain a current commercial pilot's license, a 

current driver's license issued by the state and/or a valid second-class airman 

medical certificate. 

• The PIC will be accompanied by a safety/visual observer, ("VO"), as he 

compliments the PIC's capabilities to see and avoid other aircraft (per 91.113) 

and provides an additional level of operational safety; and thus the UA must 

never be operated beyond the actual visual capabilities. 

• The VO's responsibilities will be as follows: 

o Initially launch the vehicle before turning it over to the PIC. 

o Monitor the authorized airspace to identify errant aircraft or unsafe 

conditions that might exist during the flight. 

o Maintain constant verbal communication with the PIC to alert him to 

changing conditions. 

o In the event of an emergency, calling the appropriate agency overseeing 

the airspace 

EIH takes pride in providing a safe working environment for our employees, crew 

members and the general public at all times. We currently have excellent safety 

procedures in place, as well as a Risk Management Director within our parent institution 

of the University of Houston - Clear Lake. 

1. CHARACTERISTICS OF THE AIRCRAFT 

The Aqua UAV is manufactured by QuestUAV headquartered in Northumberland, UK. 

The aircraft is a small unmanned airborne vehicle (UAV) capable of carrying a payload 

in flight and flying (within its capability) a pre-programmed route that is created in its 

flight planning software (Plan). This payload will normally be a camera that is 

Page I 4 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

automatically triggered by the autopilot in a pre-planned method that is setup by the 

person that creates the Plan. The Aqua UAV Aircraft can be flown in any one of three 

modes, as follows: 

Manual mode- Also known as remote control. In this mode the pilot has full control 

over the UAV. The autopilot has no effect whatsoever. The pilot also has a switch that 

will allow the pilot to select other modes of flight, (i.e. Assisted and Automatic). 

Assisted mode- In assisted the autopilot provides a smoothed flight that also prevents 

the pilot exceeding a set amount of bank (roll) or pitch (elevation). The pilot has full 

control over throttle. When the pilot removes their fingers from the Aileron Sticks with 

the throttle in mid position, they should observe the UAV flying in a wings level 

orientation with a slight descent. When the throttle is reduced to zero (and fingers are 

removed from the Aileron Stick) the wings will still be stabilized around wings level, but 

the UAV should enter a descending glide. 

Automatic Mode - In automatic mode the UAV should follow its programmed Plan 

without any intervention from the pilot (unless there are other factors preventing it such 

as excessive wind, safety features or incorrect datum position). The pilot should 

observe the UAV navigating a route in the sky around the preset Waypoints of the Plan, 

until the Plan is complete and the UAV starts orbiting the ERP. 

QuestUAV Aircraft specifications; 

WingspanWeightMotorPropellerAutopilotPayloadOperating Speed -

Control2. APPLICATIONS 

77 inches (6.4 foot) 

5.5 to 13.2 pounds 

Axi 2820/1 0 Max 42 Amp 

APC 9 x6 

Skycircuits SC2 

Twin Lumex Lex 7 digital camera system with infrared capability 

27 mph to 56 mph 

2.4 GHz Spektrum DSM 

EIH has purchased the Aqua UAV and respectively requests exemption to operate the 

Aqua UAV for precision aerial survey and mapping using the onboard high resolution 

cameras. The value that the Aqua UAV could bring to the surveying and mapping 

industry engaged in natural resource surveys is invaluable. EIH intends to perform 

aerial acquisition and research of natural resources to meet the surveying and mapping 

demands of our clients in a more timely, accurately, efficient and most importantly, safer 

manner. Our objectives include the use of drones for capturing high resolution 

imageries for mapping oyster reefs and other coastal features including seagrass, 

~~n~l Page I 5 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

saltmarsh, colonial waterbirds, marine mammals, and the development of consistent 

protocol for using drones equipped with high-resolution cameras in mapping oyster 

reefs and these other resources. The project will use high-resolution digital cameras 

placed on low-budget UAV to collect high-resolution images at selected sites to 

evaluate the ability to map intertidal reefs at reasonable costs. Such a UAV system can 

be advantageous over typical satellite or aircraft imageries due to data quality, area 

coverage and cost limitations. The generally low-cost high resolution images captured 

by UA V's create the potential to fill the data gap between satellites and aircraft 

surveying systems. UA V's are able to fly at lower altitudes collecting more details than 

manned aircrafts and satellites. 

3. APPLICABLE LEGAL STANDARD UNDER SECTION 333 

a. Airworthiness assessment of the Aqua UAV 

EIH notes that the airworthiness of the Aqua UAV has already been demonstrated for 

different projects involving numerous agencies and universities; 

QuestUAV is Qualified and licensed by the United Kingdom Civil Aviation Authoritymost countries see the CAA as a leader in regulatory framework for UAVs. 

Operations throughout the world including: UK, Germany, Austria, Finland, Eire, 

Belgium, Netherlands, Italy, South America, Canada, Antarctica, Greenland, Svalbard, 

Bulgaria, Ghana, Mozambique, South Georgia. 

Clients include NASA, the European Space Agency, British Antarctic Survey, and many 

highly acclaimed universities around UK, such as Kings College, Newcastle, and 

Exeter. 

b. Operating requirements 

Grant of the exemption to EIH for the Aqua UAV will be subject to the following 

operating conditions. 

• Unmanned aircraft must weigh less than 55 lbs. (25 kg). 

• Visual line-of-sight (VLOS) only; the unmanned aircraft must remain within VLOS 

of the operator or visual observer. 

• At all times the small unmanned aircraft must remain close enough to the 

operator for the operator to be capable of seeing the aircraft with vision unaided 

by any device other than corrective lenses. 

• Small unmanned aircraft may not operate over any persons not directly involved 

in the operation. 

• Daylight-only operations (official sunrise to official sunset, local time). 

• Must yield right-of-way to other aircraft, manned or unmanned. 

EnvlranmentallnstltuteoftioustOII Page I 6 
REQUEST FOR EXEMPTION 

• May use visual observer (VO) but not required. 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

• First-person view camera cannot satisfy "see-and-avoid" requirement but can be 

used as long as requirement is satisfied in other ways. 

• Maximum airspeed of 100 mph (87 knots). 

• Maximum altitude of 500 feet above ground level. 

• Minimum weather visibility of 3 miles from control station. 

• No operations are allowed in Class A (18,000 feet & above) airspace. 

• Operations in Class B, C, D and E airspace are allowed with the required ATC 

permission. 

• Operations in Class G airspace are allowed without ATC permission 

• No person may act as an operator or VO for more than one unmanned aircraft 

operation at one time. 

• No careless or reckless operations. 

• Requires preflight inspection by the operator. 

• A person may not operate a small unmanned aircraft if he or she knows or has 

reason to know of any physical or mental condition that would interfere with the 

safe operation of a small UAS. 

r--'~-on;~ .

... ~ ,<ti . ' . J I I 

ErMrormlentai!nstituteofHOUston Page I 7 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

EXEMPTION REQUEST AND EQUIVALENT LEVEL OF SAFETY SHOWINGS 

UNDER APPLICABLE RULES SUBJECT TO EXEMPTION 

EIH requests an exemption from the following regulations, as well as any additional 

regulations that may technically apply to the operation of the Aqua UAV: 

14 CFR 21-CERTIFICATION PROCEDURES FOR PRODUCTS AND PART Subpart 

H- Airworthiness Certificates (Appendix D) 14 CFR 91.203(a)(1) 

Section 91.203 requires all civil aircraft to have a certificate of airworthiness. Part 21, 

Subpart H, entitled Airworthiness Certificates, establishes the procedural requirements 

for the issuance of airworthiness certificates as required by FAR§ 91.203(a). Given the 

size of the Aqua UAV, its very light weight (the maximum take-off weight is 13.2 

pounds) and the limited operating area associated with its utilization, it is unnecessary 

to go through the certificate of airworthiness process under Part 21 Subpart H in order 

to achieve or exceed current safety levels. Such an exemption meets the requirements 

of an equivalent level of safety under Part 11 and Section 333 of the Reform Act. The 

Federal Aviation Act and Section 333 of the Reform Act both authorize the FAA to 

exempt aircraft from the requirement for an airworthiness certificate, upon consideration 

of the size, weight, speed, operational capability, and proximity to airports and 

populated areas of the UAS involved. An analysis of these different criteria 

demonstrates that the Aqua UAV operated without an airworthiness certificate, under 

the conditions proposed in that exemption, will be at least as safe, or safer, than a 

conventional aircraft with an airworthiness certificate. 

A proprietary risk assessment for operations with the Aqua UAV, which demonstrates 

that assertion, is also being submitted to the FAA as part of this application. EIH 

requests the FAA treat the Aqua UAV risk assessment as proprietary under 14 CFR 

11.35(b) and not include this document in the public docket. 

14 CFR 45.23 Display of marks and 45.29 Size of Marks 

Under these regulations an aircraft must display the Roman capital letter "N" and the 

aircraft's registration number in letters at least 3 inches high. Additionally, an aircraft 

must display the word "EXPERIMENTAL" in letters at least 2 inches high near the 

entrance to the cabin, cockpit, or pilot station. Due to the size of our Aqua UAV this 

requirement is impractical to achieve. EIH proposes to mark the aircraft registration 

number in the largest practical manner. Furthermore, our Aqua UAV does not have an 

entrance in which the word "Experimental" could be placed on our Aqua UAV. To 

achieve an equivalent level of safety, EIH proposes setting a ground station where all of 

Page I 8 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

the aircraft's registrations (if applicable) and manuals will be centralized in the Aqua 

UAV's storage/carrying case which will be with the operator at all times when in use. 

Since our Aqua UAV will operate in Visual Line of Sight (VLOS), this station will be 

visible to anyone that observes the aircraft and chooses to investigate its point of origin. 

14 CFR 91.7 Civil aircraft airworthiness (See Appendix D) 

Relief from Section 91.7(a) entitled Civil aircraft airworthiness, is requested to the extent 

required to allow EIH to determine that the Aqua UAV is in airworthy condition prior to 

every flight. EIH will strictly follow all of the guidelines for all pre-flight inspections, safety 

precautions and product maintenance procedures, as stated in Appendix A, B and 

Appendix C, which will include a method for determining the airworthiness of the aircraft 

and therefore request relief from 14 CFR 91.7(a). Our PIC will be responsible for and 

capable of determining whether the aircraft is in a condition for safe flighty ensuring that 

the UAV is in compliance with the operating. 

14 CFR 91.9 (b)(2): Civil aircraft flight manual, marking, and placard requirements 

This regulation provides that no person may operate an aircraft unless a current, 

approved, flight manual is in the aircraft. EIH assumes that the intent of this requirement 

is to ensure that flight manual information is available to the aircrew while operating the 

aircraft. EIH requests an exemption to this requirement since, the aircraft is not only too 

small to carry documentation; the documentation would not be available to the crew. 

The equivalent level of safety will be achieved by keeping a hard copy of the flight 

manual in the Aqua UAV's storage/transportation case. This case will be located at the 

proposed ground station in the PIC's possession during the operation of the Aqua UAV. 

14 CFR 91.109(a) and 14 CFR 91.319(a)(1)- Flight instruction; Simulated 

instrument flight and certain flight tests. 

The regulation provides that "No person may operate a civil aircraft that is being used 

for flight instruction unless that aircraft has fully functioning dual controls." Flight 

instruction will be accomplished through an elaborated training program. The equivalent 

level of safety during the training will be achieved by the manufacturer providing the 5 

day training program and through the use of experienced and qualified operators 

familiar with the Aqua UAV. (See Appendix D) 

l¥Rn~l ErMroMlentalltlst!tuteofHoustQII Page I 9 
REQUEST FOR EXEMPTION 

14 CFR 91.119: Minimum Safe Altitudes 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

The regulation provides that over sparsely populated areas the aircraft cannot be 

operated closer than 500 feet to any person, vessel, vehicle or structure. Since the 

aircraft will be operating at a maximum of 400 feet AGL, the Aqua UAV cannot comply 

with this requirement. To acquire an equivalent level of safety, we will only fly over 

private property with the permission of the landowner. The operator will define before 

every flight a working area radius and a flight area ceiling, preventing the Aqua UAV to 

go beyond the flight area. The persons who may be on the ground in the flight area will 

be briefed of the expected route of flight and the associated risks to persons and 

property on the ground. 

Due to the small size of the Aqua UAV and the material with which the Aqua UAV is 

built, the hazard to persons, vessels, vehicles and structures is not comparable to 

manned aircraft and should be considered in granting the exemption. Moreover, the 

aircraft will not be operated over congested areas or over any open-air assembly of 

persons. The aircraft will be operated at an altitude allowing, if a power unit fails, a 

controlled glide to a safe landing area. 

14 CFR 91.121- Altimeter settings 

This section requires that each person operating an aircraft shall maintain the cruising 

altitude or flight level of that aircraft, as the case may be, by reference to an altimeter 

that is set, when operating below 18,000 feet MSL to: 

• The current reported altimeter setting of a station along the route and within 100 

nautical miles of the aircraft; 

• If there is no station within the area prescribed in paragraph (a)(1)(i) of this 

section, the current reported altimeter setting of an appropriate available station; 

• In the case of an aircraft not equipped with a radio, the elevation of the departure 

airport or an appropriate altimeter setting available before departure. 

To provide an equivalent level of safety, the Aqua UAV autopilot calculates the 

reference altitude (ground level) with the on-board GPS during the pre-flight tests. The 

GPS and barometer data are merged with respect to their respective precisions. The 

GPS provides reliable information to correct potential barometric bias, while rapid 

variations in altitude are detected through the barometer. Given the limited altitude of 

the proposed missions, we feel that an equivalent level of safety is achieved; and we 

request relief from 91.121. 

Envlr0'1!11e11tallnst1tuteofHouston Page 110 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

14 CFR 91.151: Fuel Requirements for Flight in VFR Conditions 

The regulation provides that no person may begin a flight in an airplane under day VFR 

conditions unless there is enough fuel to fly to the first point of intended landing and to 

fly after that for at least 30 minutes. The Aqua UAV is a battery-operated aircraft with a 

maximum duration of flight of 50 minutes from a single battery charge. EIH believes that 

an equivalent level of safety is achieved since the Aqua UAV will never fly outside of the 

line of sight from the visual observer and both visual and voice warnings alert the PIC 

when the battery level is below 30 percent. 

14 CFR 91.203 (a) & (b) Civil aircraft: Certifications required 

This regulation provides as follows: No person may operate a civil aircraft unless it has 

an appropriate and current airworthiness certificate. No person may operate a civil 

aircraft unless the airworthiness certificate required by paragraph (a) of this section or a 

special flight authorization issued under 91.715 is displayed at the cabin or cockpit 

entrance so that it is legible to passengers or crew. 

The Aqua UAV weighs only 13.2 pounds (max take-off weight). As such, there is no 

ability or place to carry certification and registration documents or to display them on the 

UAV. In addition, there is no pilot or passengers on board the aircraft. To obtain an 

equivalent level of safety and meet the intent of 91.203, EIH propose that documents 

deemed appropriate for this aircraft by the FAA will be located with the operator at the 

proposed ground control station in the Aqua UAV's carrying case and available for 

inspection upon request. 

14 CFR Subpart E (91.401- 91.417)- Maintenance, Preventive Maintenance and 

Alterations (See Appendix C) 

The Aqua UAV is not the type of equipment that would require a certified mechanic's 

skills or knowledge. EIH proposes that the operator will attend a 5-day manufacturer 

Training and Flight Orientation course to provide the best set of skills for maintaining 

and operating the UAV. EIH also proposes all maintenance of the Aqua UAV be 

accomplished by the owner/operator according to the maintenance manual, provided by 

QuestUAV. 

An equivalent level of safety will be achieved because the Aqua UAV is small in size, it 

is not a complex mechanical device, it will carry no external payload, and it will operate 

only in restricted predetermined areas. Moreover, the operator is the person most 

familiar with the aircraft and is best suited to maintain the aircraft in an airworthy 

condition and to ensure an equivalent level of safety. Finally, before every flight, the PIC 

~Rn~l Page Ill 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

runs a sequence of pre-flight tests to make sure that every sensor and every critical part 

is running properly. If a problem is detected, the operator can then refer to the 

maintenance manual to troubleshoot this issue. Most parts of the Aqua UAV are easily 

interchangeable (propellers, wings) which allows the operator to make sure the wings 

and propulsion system are always airworthy when a mission is initiated. 

EIH requests the FAA treat the Aqua UAV training program as proprietary under 

14 C.F .R. 11.35(b) and not include this document in the public docket. 

,---c t"'\. n -, I.- vll<t. 1 ...... 1 i I L i ~ 

Page 112 
REQUEST FOR EXEMPTION 

Appendix A 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Aqua UAV- Operations Manual 

Confidential (A thru D will be mailed) 

* Documents were submitted confidentially for proprietary reasons & will not be 

available to the public 

Page 113 
REQUEST FOR EXEMPTION 

Appendix B 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Aqua UAV- Aircraft Manual 

Confidential (A thru D will be mailed) 

*Documents were submitted confidentially for proprietary reasons & will not be 

available to the public 

Page 114 
REQUEST FOR EXEMPTION 

Appendix C 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Aqua UAV - Flying Checklists 

Confidential (A thru D will be mailed) 

* Documents were submitted confidentially for proprietary reasons & will not be 

available to the public 

Page 115 
REQUEST FOR EXEMPTION 

Appendix D 

Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Aqua UAV- Training Documentation 

Confidential (A thru D will be mailed) 

* Documents were submitted confidentially for proprietary reasons & will not be 

available to the public 

r-= !"'\.'!-

IWIIIVii4' 

i' Iii; 

t11Wfr'il'n€ntal:ns\ltuter/J.kluston Page 116 
REQUEST FOR EXEMPTION Environmental Institute of Houston 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3956 

Should you have any questions, or if you need additional information to support the 

requested exemptions, please contact Mr. James Yokley or myself at the: 

Environmental Institute of Houston (EIH) 

University of Houston-Clear Lake 

2700 Bay Area Boulevard, Box 540 

Houston, Texas 77058-1002 

(281) 283-3950 

Email: yokley@uhcl.edu 

Very truly yours, 

~=0~ ---

FAA Licensed Pilot (PIC): Environmental Institute of Houston 

George J. Guillen 

Executive Director: Environmental Institute of Houston 

i:n¥rrorrnenullnstituteofHoustoo Page 117 
unmanned aircraft systems 

OPERATIONS MANUAL 

Issue V3.2 July 2013 

© Copyright QuestUAV Ltd 2013 
CONTENTS 

CONTENTS ................................................................................................................. 2 

SUPPORTING DOCUMENTS ..................................................................................... 3 

ABOUT THIS OPERATIONS MANUAL. ...................................................................... 4 

FLIGHT CREW COMPOSITION ................................................................................. 5 

PILOT ....................................................................................................................... 5 

UA Assistant (GCS Commander or SPOTTER) ...................................................... 6 

Ground Control Assistant (GCS COMMANDER) ..................................................... 6 

Flight Crew Incapacitation ........................................................................................ 7 

RISK ASSESSMENT- GENERAL OPERATIONS ..................................................... 8 

Use of a UA - Risk Assessment Approach .............................................................. 8 

Risks Identified and Mitigation Strategies ................................................................ 8 

Risk Assessment Framework ................................................................................... 9 

Ground Based Risks .............................................................................................. 10 

Flight Risks ............................................................................................................. 11 

General User and Public Safety ............................................................................. 12 

RISK ASSESSMENT -INDIVIDUAL SITEfTASK ASSESSMENT ............................ 13 

Site Safety Assessment ......................................................................................... 13 

OPERATING PROCEDURES- OPERATIONAL ASSURANCE .............................. 15 

Flight Preparation ................................................................................................... 15 

Battery Management .............................................................................................. 18 

Flight Procedures ................................................................................................... 18 

Operational Limitations .......................................................................................... 19 

Loss of Control Data Link Actions .......................................................................... 20 

Standard Callouts between Crew Members ........................................................... 22 

ACCIDENTS AND INCIDENTS- ACTIONS ............................................................. 23 

NOTE- SEE THE BMFA HANDBOOK PAGE 43 FOR FULL GUIDANCE ........... 23 

Actions in the event of injury to personnel or damage to property ......................... 23 

ACCIDENT (where a person is fatally or seriously injured) ................................... 23 

INCIDENT (other than an accident) ....................................................................... 23 

Coordination with Emergency Services ................................................................. 24 

Maintenance Schedules ......................................................................................... 24 

EXTENDED VLOS ..................................................................................................... 26 

ANNEX F TO UA OPS MANUAL- Best LUMIX Settings ......................................... 31 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

2 
SUPPORTING DOCUMENTS 

1) CAP 393- Air Navigation: The Order and the Regulations 

2) CAP 722 - Unmanned Aircraft System Operations in UK AirspaceGuidance 

3) BMFA Members Handbook 

4) SUMMARY OF THE MEANING OF PUBLIC TRANSPORT & AERIAL WORK 

5) Form SRG 1320 Issue 02- Unmanned Aircraft (UA)- Application for 

Operation 

6) SPECTRUM Unmanned Aircraft System Maintenance Manual Edition 1 

7) QUESTUAV/Logs/NK_Fiying_Log_Book 

8) QUESTUAV/Tech/Manufacturers/A and QUESTUAV/Tech/Manufacturers/8 

9) QUESTUAV/Legai/A 

10) CAP Regs Extracts- Model Aircraft: A guide to Safe flying 

Operations Manual V3.2 July 2013 

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3 
J 

ABOUT THIS OPERATIONS MANUAL 

1. This operation manual is for use by QuestUAV flight crew who are operating 

any of the company sUAS (QuestUAV 100, 200 or 300 series belonging to the 

Company or to Clients). 

2. This manual defines the scope of QuestUAV methods when undertaking Aerial 

Work, as defined in Supporting Documents (3)1. Aerial work includes the commercial 

flight testing of sUA prior to release to QuestUAV Clients. 

1 SUMMARY OF THE MEANING OF PUBLIC TRANSPORT & AERIAL WORK AERIAL PHOTO CAA Guide 

Operations Manual V3.2 July 2013 

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t 

FLIGHT CREW COMPOSITION 

1. When deployed for aerial work, the UA is operated by a minimum of two crew 

members. One of these members is regarded as the pilot-in-command (PILOT) and 

the other as Ground Control Assistant (GCS Commander). A SPOTTER/assistant 

may also be employed as crew. 

Overall captaincy will reside with the senior qualified member present. The PILOT 

must however have a valid CM license to operate when Aerial Work is being 

undertaken. 

PILOT 

2. The PILOT is responsible for the complete control of the sUAS during the flight. 

3. The PILOT is the representative of the company and must act accordingly. 

4. The PILOT is responsible for promoting a positive atmosphere under which 

optimum crew cooperation can be expected. 

5. The PILOT must be fully physically and mentally capable to complete the 

mission, be current on type and ensure that no personal or professional limits are 

exceeded. 

6. The PILOT is also responsible for the following: 

a. The execution of the mission and navigation planning and pre flight 

preparations. 

b. The execution of the flight within the realms of the CM regulations. 

c. The flying of the UA in a professional manner. 

d. Carrying out all emergency procedures as per the Emergencies Checklist. 

e. Keeping the safety of personnel, whether flight crew or not, as a prime 

consideration. 

f. Briefing all site staff, in particular the SPOTTER on his duties and required 

actions in the event of observing a potential conflict with other aircraft, and 

actions if the UA disappears "into the sun". 

g. Supervision on the completion of all the required documentation including: 

(1) Pre flight planning and risk assessment documentation. 

(2) Post flight log books. 

h. Ensuring that the Log file is recorded in the same unique folder location in 

(h) above. 

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5 
i. Ensuring that the max range safety circle is correct and present within 

GCS. 

7. The PILOT shall have the authority to give commands he or she deems 

necessary in the interest of the safety of the aircraft, persons or property. 

UA Assistant (GCS Commander or SPOTTER) 

8. The UA Assistant is responsible for the following: 

a. Ensuring that all equipment is serviceable and prepared on the shadow 

board prior to departure. 

b. That the rucksack and vehicle are loaded prior to departure and all 

equipment on the shadow board is packed. 

c. That any ancillary equipment required for the mission is discussed, 

prepared and packed. 

d. That the equipment is transported to the operating site safely and laid out 

according to the Operational Checklists. 

e. That on return from the mission the UAV is stored safely, and rucksack 

and equipment boxes are unpacked and returned to the shadow board. 

f. That all batteries (flight lipo, camera, radio etc) are placed on charge after 

flight. 

Ground Control Assistant (GCS COMMANDER) 

9. The Ground Control Assistant is responsible for the following: 

a. First and foremost assisting the PILOT in the duties associated with 

collision avoidance and informing the PILOT of any notable sightings or 

sounds. 

b. Operating the Ground Control System: 

c. Operating GCS and ensuring that 

(1) the correct profile is in the UAV 

(2) The safety circle is set at 500m unless otherwise requested by the 

PILOT 

d. Operating PLAN and ensuring that: 

(1) the correct plan is uploaded. 

(2) it is rotated into wind. 

(3) it is translated to the correct location. 

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t 

(4) it is centred to the datum. 

(5) the ERP is set at 400ft at the datum, unless otherwise required by 

the pilot. 

e. Operating Flight and ensuring that: 

(1) all map and route data is displaying correctly preflight. 

(2) all functions are in green, OR any reds are discussed with the PILOT. 

(3) height and speed are within limits during preflight checks. 

(4) He/she keeps the PILOT informed of approaching waypoints, 

approaching descents, deviations from routes and general 

information that might be of interest to the PILOT. 

f. General observation and liaison during the period immediately before and 

during the flight. 

g. Ensuring the PILOT is not disturbed by the public or other unnecessary 

agencies during the period of the flight. 

h. Ensure that prior to landing the landing area is clear of people and/or 

animals and indicate this to the PILOT. 

i. Ensuring that all photographic records are downloaded and saved in a 

unique folder location for that flight as soon as possible after a flight. 

j. All flying logs times are recorded, for each crew member present during 

the mission. 

Flight Crew Incapacitation 

10. In the event of the PILOT becoming incapacitated the GCS Commander will 

take control of the UA by flying it to the "Approach Waypoint", and conducting a 

standard Assisted landing. If it is safer then the SUA may be allowed to continue on 

it's route until it arrives in the loiter. If essential, the aircraft can be left to it's own 

devices entirely; it will automatically enter the loiter and let down to ground level 

automatically, gently, zero power and at minimum flying speed without any operator 

intervention at all. 

11. In the event of the GCS Commander or the SPOTTER becoming incapacitated 

the PILOT will land the sUA safely, and as soon as possible. 

Operations Manual V3.2 July 2013 

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7 
RISK ASSESSMENT- GENERAL OPERA liONS 

Use of a UA - Risk Assessment Approach 

1. The risks identified from usage of the UA, and from risks posed before and inflight are presented below along with a brief outline of the mitigation in place. 

QUESTUAV use a chain-of-events approach combined with a maintenance "Reds 

and Greens" system to usage of the sUAS. At any stage, anything identified as a 

'red' will stop all usage of the sUAS until the issue is rectified, 'greens' are issues that 

the team are aware and should be noted of but do not compromise safety in any way. 

Use of the sUAS relies on all checks having been carried out and satisfactory, and 

will also form a record of the use of the sUAS for long-term maintenance. For 

repeated and regular test flights conducted on regular basis at the test field 

(Warkworth) then shortened documentation on UAV clipboards with build history, 

changes, flight times and any other notes will suffice. 

Risks Identified and Mitigation Strategies 

2. In these cases Risk= Likelihood x Severity. The risk presented here is 

mitigated risk for each flight, i.e. the residual risk posed with our routine procedures 

in place. Where this results in 'High Risk' control measures are in place to limit any 

consequences (e.g. flight planning to avoid infrastructure) and the likelihood of 

occurrence. In all cases AUTO refers to Autopilot in Control, the autopilot is flying the 

plane and PILOT is Person in Control using a standard remote control setup. 

3. In all of the situations where a forced landing is possible, we MUST consider the 

worst case scenario which is a forced landing into a vehicle, person, property or other 

infrastructure. This will be mitigated in all flights using adequate signage of a flight in 

progress at key access points when deemed necessary, and an assessment preflight of human usage in the flight area and PILOT avoidance if change is noted. 

4. The majority of consequences listed put the sUAS at risk rather than persons 

and represent an economic or equipment loss rather than person or property at risk. 

Operations Manual V3.2 July 2013 

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Risk Assessment Framework 

Actions (all risks must be eliminated or reduced as far as is 

Very High Risk - Not acceptable. Apply mitigation to eliminate or to 

further reduce the risk. 

High Risk -Apply mitigation to eliminate or reduce the risk, and if it 

remains a high risk, develop robust control measures to limit and 

the effects of an hazards. 

Low Risk - May be accepted if all reasonably practicable control 

measures are in place, however, if more can be done to reduce or 

eliminate the ris then it should be done. 

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9 
Ground Based Risks 

Risk assessment for ground based risk 

Unexpected 

Motor start-up 

Electric shock 

Transit damage 

Autopilot thinks power 

required. (Outside of 

safety circle in 

assisted or 

inadvertent switch to 

Auto) 

Touching live 

components 

Handling 

UAV crash (into Poor takeoff /landing 

person/animal/ Pilot error 

vehicle/property) UAV malfunction 

UAV 

consequential 

event(car 

crash 

Battery fire 

Distraction from low 

flying/uncontrolled 

UAV 

Short/crash 

Landing in water Poor landing. High 

wind. 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

Propeller awareness in 

Operational Checklists and 

training. Always have 

rubber band on throttle 

when not in use. Always 

start up on MANUAL. 

(Autopilot will not allow 

binding in anything other 

than Manual). Spektrum 

will not allow binding if 

motor is not at zero. ESC 

will not allow power up if 

throttle is at any position 

rather than zero. 

Safe working practice 

adopted. Aircraft is 12volt 

or Svolt system, no risk to 

health. 

Care when handling. One 

hand on wingtip and one 

on motor. Good packing 

and transit ures. 

Foam structure, engine at 

rear. Failsafe procedures 

with throttle cut. 

Operational Checklists. 

Maintenance checks. 

Flight training and 

simulator training. Correct 

site assessment. 

Flight planning. Training. 

Maintenance. Avoid 

habitation and major 

routes. 

Correct battery 

management. Fire ext on 

site. 

Good flight planning. 

Increase 

10 
.. 

Landing in trees Poor landing. 

Windshear I 

turbulence 

Flight planning. Use of 

recovery poles. Forestry 

contacts. 

5. In addition, standard risk assessments for fieldwork apply for slips, trips and 

falls, weather consideration, transport etc and can be submitted for each field locality 

if required, or as a separate 'field usage' risk assessment if required (this will be 

standard within our own flight recording forms but would not normally be submitted 

for prior approval). 

Flight Risks 

Risk assessment for flight based risk 

Loss of 

Height 

Erratic flight 

Battery failure 

ESC failure 

Engine failure 

Autopilot failure 

Avionics failure 

Hunting for waypoint 

Interference 

Operations Manual V3.2 July 2013 

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Telemetry to check 

voltage in flight. Low 

voltage warning. Slow 

shutdown of motor. Servos 

and avionics continue to 

work led 

Controlled glide, aircraft 

still has flight surfaces 

controlled through UBEC. 

After 15 sec ESC may be 

available. Ensure ESC has 

good airflow. (all designs 

have coolin intake 

Flight training. Knowledge 

of route and programming. 

Patience. Ensure sufficient 

GPS satellites indicated 

before take off. 

Ensure "Double Bind" 

failsafes, Low power test 

and check of frames & 

holds for anomalies. 

11 
.. 

Severe 

Weather 

change 

Total Loss 

Loss of 

transmitter 

contact when 

in 

Assisted/ Auto 

Loss of 

transmitter 

contact when 

in Manual 

Servo/Aileron failure 

Water ingress (rain or 

river/lake) 

Severe weather change, 

thermals, major wind 

change 

Military I Civil Airstrike 

Out of range, TX aerial 

failure 

Out of range, TX aerial 

failure 

General User and Public Safety 

Cut motor. UAV will 

probably enter spin and 

crash land. Foam 

Maintain safe flight in 

HARC, Land asap in 

HARC, keep throttle above 

50% during any turns to 

keep stall speed high in 

turbulence 

UAV is very light & small. 

Max height 400ft (good 

separation). Good Flight 

Planning as per 

Operational Checklists. 

LookouUHearout. Issue 

warning through Mil .. ,.,,,,,..,,, cell if uired 

Double bind Failsafes. 

Safety Circle set. 

Maintenance procedures. 

Use of 2.4 Ghz band 

Double bind Failsafes. 

Safety Circle set. 

Maintenance procedures. 

Use of 2.4 Ghz band 

6. Assessment will be made during flight planning and prior to the pre-flight checks 

on the land use and likely risks to the UA, users, and public (persons and 

infrastructure). See the next section "RISK ASSESSMENT INDIVIDUAL SITE/TASK 

ASSESSMENT". 

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12 
RISK ASSESSMENT -INDIVIDUAL SITE/TASK ASSESSMENT 

Task Risk Assessment 

7. A task Risk Assessment is to be carried out prior to launching a mission. 

8. A Risk Assessment may include a Preliminary and/or a Final Assessment. The 

Preliminary may be conducted at any time before a mission and would be considered 

good practice to conduct early in the consultation process if possible. The outcome of 

this will be a Site Plan for use in the Final Assessment. 

9. During the Preliminary Risk Assessment it is not compulsory to conduct a site 

visit if this is not feasible. The Preliminary Risk Assessment should certainly include 

information from map data, Google earth and photographs and client consultation. 

10. A Final Risk Assessment site visit is compulsory with details marked on the Site 

Plan. This Risk Assessment must be carried out no more than 48 hrs before a 

mission. The PILOT for the mission must be present and preferably lead the 

assessment. This Risk Assessment can be done on the day of the Mission provided 

a preliminary Risk Assessment has been completed. If a Site Plan has not been 

drawn at the preliminary phase, it must be done at the final phase. 

11. The complete Risk Assessments are included in the QuestUAV Flight 

Checklists. 

12. Hazards on the site plan must be physically indentified prior to a mission being 

flown. 

Site Safety Assessment 

13. The Site Safety Assessment will be completed by the PILOT within two hours of 

the planned launch. It will include the PRE FLIGHT DECISION FLOWCHART and 

the SITE SAFETY ASSESSMENT (contained in the QuestUAV Flying Checklists). 

Operations Manual V3.2 July 2013 

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" 

Wind <10mph 

I 

yes 

PRE FLIGHT DECISION FLOWCHART 

no-... - Wind 10 to 20m ph no 

I 

yes 

Sats 7+ no 

yes 

Wind > 30kph 

ABORT FLIGHT 

Wasted effort 

Risk to aircraft and 3'd party 

yes 

Sats 6+ 

no 

Possibility of turbulence or 

windshear, from trees, 

topograpghy, weather, 

clouds, etc 

/\ 

no 

Significant possibility of 

turbulence or windshear, -.. -.. -. .. yes 

from trees, topograpghy, I \ 

weather, clouds, etc 

Video Flight A Flight 

no 

PRE FLIGHT 

Caution with planning 

Fly manual throttle 

Fly with caution 

No AUTO 

ARC with care 

Fly higher, within limits 

'"' \ Downw;nd •potte• 

FLY 

Should be a nice, stable 

flight with good results. 

Operations Manual V3.2 July 2013 

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FLIGHT 

Launch with care 

Beware downwind legs 

Steep approach to land 

14 
OPERATING PROCEDURES- OPERATIONAL ASSURANCE 

Flight Preparation 

1. Planning Deployment: 

a. Prior to any deployment a pre-deployment inspection of the operational 

area must be done. This must be done within 48 hours of the planned take 

off. 

b. The inspection team must at least include the PILOT. 

c. Planning must include if necessary any liaison with ATSU, low level 

booking cell, civil or military aerodromes, or landowners. 

d. Check the following documents for restrictions: 

(1) 1/4 Mil Special Air Chart 

(2) Local by-laws. Find the Local County Council on the internet and 

locate by-laws for flight restrictions. 

(3) Check in with RAF Boulmer Ops (01665 607202) for any Notams that 

might affect the flight area (UK Central). Newcastle Air Traffic 0191 214 

3251 radar 0191 214 3251 control 

e. Advise local police if flying near populations. (0871 882 1121) 

CANP PLANNING (notes from BHP) 

(Using the Civil Aircraft Notification Procedure to alert Military pilots to sUAV 

presence when flying midweek) 

a. Call Freefone 0500 354802 to check on Royal flights, Red Arrows displays 

and other Temporary Restricted Airspace (RA[T]). 

b. Check the NOTAMs (see above) for any other activities that may affect 

your flight. You can subscribe to a NOT AM service or to a twice-weekly 

Temporary Navigational Warning information bulletins (TNWs) postal 

service; or you can use the Web to access all the NOTAMs for that day at 

http://notaminfo.com/ukmap If you use the postal service, you should be 

aware that details may have changed after the bulletins were printed and 

posted. 

c. Additionally, if you are flying midweek (non-English Bank Holiday) you 

should let the military pilots know. There are two linked systems for this. 

d. Five hundred of the busiest flying sites have allocated Site Codes. (The 

codes for your club's sites will be in your club site guide.) On these sites it 

is possible to activate a temporary avoidance zone around the notified site 

(1nm diameter/1000ft agl) by contacting the Low Flying Booking Cell by 

Operations Manual V3.2 July 2013 

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15 
20:00 the day before. (Later submissions will still be passed on to military 

pilots, but as a warning rather than creating a temporary avoidance zone.) 

e. For all other sites the standard CANP (Civil Aircraft Notification Procedure) 

should be used if five or more aircraft are likely to be operating. This does 

not establish an avoidance area but it does ensure that military pilots will 

be alerted to your presence. Because it can take up to four hours to get 

the information out to all the military pilots before they take off, the 

notification procedure should be started as soon as possible - ideally the 

evening before. 

f. In both cases take the following steps: 

g. Use Freephone 0800 515544, or Fax 0800 3892225, or e-mail casgmbaslfoslfbc@wittering.raf.mod.uk. Provide the following details: 

h. Activity. 

i. Location: Site grid reference (2 letter 6 figure) and name. (lfthe site is one 

of those with a site code then state that first.) 

j. Area of operation. (With the notification system this is a maximum of 2nm 

radius. With the avoidance area system it is always 1 nm diameter.) 

k. Date and time flying will start I finish. 

I. Expected number of sUAV. 

m. Contact telephone number (ideally a mobile that will work on the site). 

n. Normal contact details (if different to (6)). 

o. You will be given a unique Reference Number to note. 

p. The Low Flying Booking Cell is manned Monday to Thursday 0700-2300 

(Local) and Friday 0700-1700 (Local). The LFBC is now closed at 

weekends. If you use the fax or e-mail contact out-of-hours you will be 

called back by phone with the Reference Number when the office is next 

manned and the associated notification has been passed to military pilots. 

You can only assume that you have avoidance/notification status once you 

have received this. 

q. If at any stage it becomes clear that the site won't be used after all you 

should cancel by calling 0800 515544, quoting the Reference Number and 

amending the details. 

r. The personnel manning the Low Flying Booking Cell are a helpful bunch 

whose sole aim is keeping us all safe. If your flying situation doesn't 

exactly match the criteria above it is still worth giving them a call for advice 

- they might still be able to do something to help. 

2. Metrological Information and General Weather Considerations: 

Operations Manual V3.2 July 2013 

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16 
a. During planning a forecast must be obtained. 

b. Prior to and during a mission the weather must be monitored and if 

necessary the planned flight be delayed, cancelled or aborted if the limits 

are likely to be exceeded. 

c. Throughout flight planning, the effects of potential wind direction and 

orientation of the sun must be considered so that the safety of the flight is 

not compromised through strong headwinds or limited into sun visibility. 

3. The PILOT is responsible for the Operators Flight Folder. For all aerial work 

tasks this folder will retain the following: 

a. BMFA Members Handbook 

b. A record of the following on the relevant Maintenance and Flying Log 

Form FOR EACH AIRCRAFT: 

(1) Aircraft Registration 

(2) Date and Time of flight 

(3) Flight Location 

(4) Crew Members names and roles 

(5) Weather Forecast 

(6) Objectives of Flight (inc Agency the work is being carried out for) 

(7) The Waypoint File being used 

(8) Significant SET or setup changes since last flight 

(9) Reds Maintenance (should be none otherwise no fly) 

(10) Greens maintenance 

(11) Preliminary Risk Assessment Notes 

(12) Final Risk Assessment Notes 

(13) The Authority to fly 

(14) Flight Report 

(15) Relevant contact data to carry out the mission 

(16) Flight times and Flight Duration 

(17) Observations, incidents 

(18) Camera settings and light observations 

Operations Manual V3.2 July 2013 

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,.. .. 

c. The Operations Manual (This document) 

d. Lumix LX3/5 Instruction Booklet 

e. A copy of the CAA Air Operators Certificate 

f. BMFA Members Confirmation of Cover 

g. Doodsons Insurance document 

h. Pen and paper 

Battery Management 

4. Batteries must be managed as follows: 

a. Batteries must be charged in the battery charging bay, unless on 

detachment where it will be done from the Charging Case. If working from 

a support vehicle this Charging Case must be easily removed from the 

vehicle in the event of a fire. 

b. A fire extinguisher (C02) must be available at all times. 

c. Care must be taken not to overcharge or short circuit batteries. 

d. Batteries must be fully charged at all times and kept in a balanced state. 

Batteries within 0.2 volts per cell can be considered suitably balanced. 

e. 5000mah or 10000 twin batteries must be used for all standard flight. In 

the event of a non-standard flight with a different battery setup, the PILOT 

must calculate the new endurance and the effect that different batteries 

will have on the aircraft CG. 

f. Set the telemetry low voltage signal at 10.6 volts. This will give 7 minutes 

level flying time on 5000 mah batteries. Descent from height will increase 

this time. 

Flight Procedures 

5. Flight procedures are as follows: 

a. All sUAS will be flown under VFR conditions. If there is any risk to flight 

visibility the mission must be aborted. 

b. Rain or airborne contaminants affects the reliability of the Thermopiles, so 

if there is any risk of rain the flight must be delayed or cancelled on UAV 

using thermopiles for stability. Flight crew must be alert to the possibility of 

stability errors and be prepared to revert to manual control of the sUAS in 

this event. 

c. Flight crew must follow the advice given on frequency usage and 

interference in pages 17 to 24 of the BMFA Members Handbook. 2.4 Ghz 

Operations Manual V3.2 July 2013 

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18 
., 

Spread Spectrum technology must be used. It is recommended that the 

pilot's mobile phone is placed to silent for flying ops. 

d. The PILOT must ensure that on deployed operations the Operators Flight 

Folder is available at all times 

Operational Limitations 

6. Flying Limitations are as follows, for Aerial Work: 

a. Height, VLOS etc 

Height 400ft above take off location 

Vertical Line of sight 500m or flight visibility, whichever is less. 

Visibility 5km vis or greater. 

Weather No rain within 2k 

Maximum speed 110 kts ias 

MTOW 4.5 Kg 

Failsafes A minimum of throttle set to idle. Otherwise 

as per QuestUAV Flight Checklists. 

b. All flight batteries are to be charged before every flight. 

c. The CG should be checked as within ~ em of "The Pins" prior to each 

flight. 

d. The transmitter must be turned on, rubber band on throttle and switches 

checked in the correct position before the sUAS is switched on. 

e. One the transmitter is switched on the correct model should be confirmed 

and the position of trims compared with the last flight (see flight folder) 

f. Relevant UA checklists (QuestUAV Flight Checklists) should be followed. 

These can be done from memory, but the most recent version of the Flight 

Checklists must be available onsite. 

g. PILOT must brief crew on take off direction and call "launching" 

h. Wherever possible the UA should always take off and land into wind. 

i. PILOT must call "LANDING" and indicate direction to crew. 

j. On shutdown the UA batteries must be disconnected before the 

Transmitter is switched off. 

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Loss of Control Data Link Actions 

7. It is assumed that normally a dialogue will be occurring between the Ground 

Control Assistant/SPOTTER and PILOT long before a significant flight condition 

occurs that needs drastic action. If however, drastic action is required these are the 

actions to follow. 

8. In the event of a loss of Control Data Link (Autopilot Failure) the following 

actions must be taken: 

a. PILOT- on noticing any anomaly must call "VISUAL followed by a 

dialogue on what the problem is. 

b. SPOTTER - on noticing any anomaly can use any words necessary to 

bring PILOT's attention to problem 

c. If it is determined that there is a problem and the aircraft is still under 

control then the PILOT will decide on the appropriate action. This may 

include: 

(1) Switch to MAN and loose/gain height immediately. 

(2) Switch to Assisted, abort the Waypoint routine, and fly safely back to 

base. 

(3) Allow the mission to continue to a better place to change to 

Manual/Assisted. 

d. IF THE AIRCRAFT DOES NOT APPEAR TO BE UNDER CONTROL BUT 

IS FLYING STABLY (out of transmitter range/transmitter malfunction I 

GPS failure): 

(1) PILOT-" Visual" PILOT puts finger beside aircraft and tracks it. 

(2) SPOTTER, gets binoculars (stabilised), stands directly behind the 

PILOT and locates aircraft on binos. The PILOTs finger will indicate the 

correct heading/distance of the aircraft but not the height - it will generally 

be higher than the finger pointing. 

(3) Both PIC and SPOTTER observe aircraft as long as possible, with 

each continuing a dialogue on observations, track and behavior of aircraft. 

Details are written down on notepad. Wait up to 20 minutes as there is a 

significant chance that the aircraft will RTL. Sound can give good 

indications as to the location of an aircraft. 

(4) Get assistance if possible, brief new crew and commence search to 

locate aircraft. If UAV was under autopilot command, experience tells that 

the aircraft is likely to land in a relatively controlled manner, close to the 

position last seen, or will return to the loiter. 

e. IF THE AIRCRAFT DOES NOT APPEAR TO BE UNDER CONTROL AND 

IS NOT FLYING STABLY: 

Operations Manual V3.2 July 2013 

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(1) PILOT-" EYES ON UAV" PILOT puts finger beside aircraft and 

tracks it. 

(2) Both PILOT and SPOTTER observe aircraft as long as possible, with 

each continuing a dialogue on observations, track and behavior of 

aircraft. 

(3) Aircraft is watched as long as possible. If it comes down the person 

with it in sight points to the downed location and never takes their 

finger or eye off it until the other crew member has taken careful and 

specific details as to what compass direction and estimated distance 

the downed aircraft is at, or clear terrain indications are noted (i.e. 

1 OOyd in front of the large fir tree by the farmers gate over there 

(point)). 

(4) Get assistance if possible, brief new crew and commence search to 

locate aircraft. 

Operations Manual V3.2 July 2013 

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21 
Standard Callouts between Crew Members 

9. The following are to be used as STANDARD call-outs to indicate normal 

procedures: 

Phase of Flight Condition Call-Out 

Before Take Off Ready for launch "Launching" (indicate direction) 

Anytime Other Aircraft "AIRCRAFT' location, heading, altitude, 

distance, severity of threat 

Anytime Bad Weather "Weather warning" give details 

approaching 

Anytime Ready for landing PILOT- "Ready for Landing 

OBS - "landing site clear" 

10. The following are to be used as EMERGENCY call-outs to indicate emergency 

procedures and may be called out or via radio: 

Phase of Flight Condition Call-Out 

Anytime Engine Failure "ENGINE FAILURE CONFIRM VISUAL" 

(announce intentions) 

OBS - "landing site clear" 

Anytime Loosing height "LOOSING HEIGHT- CONFIRM VISUAL" 

OBS - "Landing Site Clear'' 

Anytime Control or Control "CONTROL PROBLEM - CONFIRM 

Surface Problem, VISUAL" explain problems and intentions 

erratic behaviour OBS - "BINOS TO HAND" 

Anytime Loosing Visual with "LOOSING VISUAL - POINT AND TRACK" 

sUAS SPOTTER points and tracks. PILOT both 

hands on controls in prep for switching to 

ARC or MAN 

Anytime Lost Visual "LOST VISUAL" 

AnyTime Visual regained "REGAINED VISUAL" point and track 

----------~----~~-------------------------------------- 22 Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 
.. .1 • 

ACCIDENTS AND INCIDENTS -ACTIONS 

NOTE-SEETHEBMFAHANDBOOKPAGE43FORFULL 

GUIDANCE 

Actions in the event of injury to personnel or damage to property 

1. The aircraft is constructed mostly from foam and constitutes a minimal risk of 

injury. The only hard part is the engine, which weighs just 151 grams and is 

contained at the rear of the aircraft behind 30cm of foam. However unforeseen 

accidents or incidents could happen and in the event of either the following actions 

are to be taken. 

ACCIDENT (where a person is fatally or seriously injured) 

2. Render the aircraft neutral. Whilst it will most likely just be a bunch of foam 

pieces, the batteries may still be connected and could present a minor fire hazard. 

Lift the batteries to a safe place, and disconnect if possible. 

a. Obtain immediate first aid followed by any action that might be 

appropriate. 

b. Maintain the security of the area and prevent unauthorized access. 

c. Take photographs of the accident area. Authenticate photographs. 

d. Compile a list of witnesses, with names, contact data and photographs. 

e. Report the accident through the Police and to the appropriate authorities 

(AAIB may or may not be interested). 

f. Upon arrival of the relevant authorities hand over the photographs, witness 

details and any other evidence that could help identify the cause of the 

accident. 

3. The QuestUAV flight safety officer will assist the authorities wherever possible 

and at the same time conduct an internal investigation into the possible causes of the 

accident. 

INCIDENT (other than an accident) 

4. INCIDENT ("Incident" means an occurrence other than an accident, associated 

with the operation of an aircraft which affects or could affect the safety of aircraft 

operations) 

a. Note - it takes a bit of common sense to work out what constitutes an 

incident. An aircraft (that has no landing gear and has to land in "the 

rough") that has a hard landing and suffers damage does not constitute an 

incident as long as there is no damage to persons or property. It's 

probably just bad luck or faulty judgement in difficult conditions and might 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

23 
.. .._ . 

only need some superglue to correct. However an aircraft that "flies away" 

and threatens to fly through designated airspace IS an incident. 

b. Render the aircraft neutral. 

c. Obtain immediate first aid (if required) followed by any action that might be 

appropriate. 

d. (If appropriate) Maintain the security of the area and prevent unauthorised 

access. 

e. (If appropriate) Take photographs of the incident area. Authenticate 

photographs. 

f. (If available) Compile a lost of relevant witnesses, with names, contact 

data and photographs. 

g. Report the accident through to the relevant authorities and ascertain what 

action they want to take, and what action they want you to take. 

h. Upon arrival of any relevant authorities hand over the photographs, 

witness details and any other evidence that could help identify the cause 

of the incident. 

5. The QuestUAV flight safety officer will assist the authorities wherever possible 

and at the same time conduct an internal investigation into the possible causes of the 

incident. 

Coordination with Emergency Services 

6. In the event of staff being required to coordinate with emergency service such 

as Police/Fire/Ambulance/MR/SAR, staff will provide all appropriate assistance. 

7. PILOT will act as primary liaison with other agencies. The main form of contact 

should be mobile phone. 

8. PILOT can only use VHF/UHF frequencies under the direct supervision, and 

with the equipment belonging to, another agency. Under such circumstances PILOT 

will use the Callsign "Unmanned1". Observer/SPOTTER will use the Callsign 

"Unmanned2" 

9. If HEMS/helicopter resources are to be used the PILOT will ensure that as far 

as possible all equipment is secured or stowed safely in a vehicle and all crew 

members are briefed to be vigilant for potential Foreign Object Damage and the 

effect of downdraught. 

Maintenance Schedules 

10. The following should be used as references for maintenance: 

a. THE BMFA Handbook, in particular pages 19 to 39. 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

24 
.. ~ . 

b. SPECTRUM Unmanned Aircraft System Maintenance Manual Edition 1 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

25 
,.. A • 

EXTENDED VLOS 

About Extended VLOS. 

1. For some kinds of survey work to be effective and safe is it important for that 

extended VLOS is employed. For example with the Forestry Commission (FC) trees 

can extend to one hundred feet in height and rising ground, particularly on hillsides 

and mountainsides quickly negates any capacity to conduct a safe survey using the 

standard 50 0m/400ft rules. For much of forestry work, a height of 600ft to 1 OOOft 

above the canopy is suitable and coverage can be conducted with fewer flights, 

increasing safety factors and where sloping ground is present, the height of individual 

legs may need to be increased to 1500ft. This height also allows the UAV to operate 

within better glide angles where there are generally very few emergency landing 

options. 

2. QuestUAV operations abroad in Bulgaria, Finland and Chile have proven that 

extended VLOS is entirely possible and with can be conducted safely under suitable 

conditions at up to 1.5 km range up to 2500ft altitude. (Altitude is in fact a benefit to 

visibility with a larger surface area and higher contrast background being visible to 

the PILOT.) The 100/200/300 series of QuestUAV are visible to the naked eye at 

these distances provided that visual contact is maintained. At full range, if eyes are 

taken off (eg looking at transmitter, other aircraft, or UAV passing through the sun), 

then it can take a few seconds to regain visibility. This limit can to be ameliorated 

though through training, discipline and crew co-operation. Furthermore whilst 

operations into BLOS is not allowable for sUAV opsin UK, the simple knowledge that 

that the QuestUAV has flown BLOS entirely successfully at 3km+ without getting lost, 

or crashing, or vaporising engenders a practical sense of confidence when the UAV 

"disappears" from the pilots sight for a few moments after looking at something else. 

Of course the UAV is always visible to the GCS commander on his GC screen. 

3. For QuestUAV to conduct Extended VLOS Operations the following 

assumptions are made: 

a. QuestUAV/Nigel King holds a current CM permission to fly Extended 

VLOS to 1 OOOm range and 1500ft Altitude. 

b. The UAV can be recalled, diverted or reduced to a safe height at any time 

by the Pilot and that the PILOT has Manual, Assisted and Auto modes to 

aid him make an effective and swift recovery. The pilot is competent in 

flying at range and not reliant on aircraft perspective for orientation. 

c. The UAV can be recalled, diverted or reduced to a safe height at any time 

by the GCS Commander. 868Mkz Modules are installed (40km range) 

d. The ERP (Emergency Rally Point) is set such that when activated it will 

cause the UAV to descend rapidly but safely, without risk of ground 

impact, including any high ground on route. If this is not possible then 

Alternate ERP's are created that take route and height selection into 

account. 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

26 
. -' . 

e. The weather is suitable for Ext VLOS. 

f. Minimum crew composition is that of PILOT, GCS Commander and 

SPOTTER. 

g. At any time at least the PILOT will be tracking the UAV visually and the 

GCS Commander will be tracking the UAV by GCS screen. The 

SPOTTER may be watching the UAV, other aircraft or dangers, or the 

transmitter telemetry screen for voltage and temperature data. 

h. At all times during flight there will be a regular auditory stream of safety 

and critical flight information from the Computer, GCS Commander and 

SPOTTER. 

i. All rules, advice, checks, guidelines etc previously written in this 

Operations Manual will still apply. 

EXT VLOS OPERATIONS 

Planning 

4. Successful Ext VLOS requires good planning. This means prior knowledge of 

the site through visits, images, maps, Google Earth and local knowledge. Recent 

land based pictures will help and this may be available through the client. Take 

particular care over sun direction. A larger glide distance will need to be taken into 

account and this will be needed for different wind directions. 

5. Winds at height tend to be stronger but less turbulent. This is beneficial, 

particularly over forested areas where turbulence can be particularly high. Increased 

wind strengths will generally require the "Creeping Line Ahead" style of survey with 

the legs crosswind, but with caution on any legs that require a downwind turn. (eg 

start and finish). Downwind turns will take up more space than usual and therefore 

the Safety Circle will possibly need to be reviewed. If possibly introduce into-wind 

turns at start and end of flight. Beware ending flights in a long downwind position that 

will require and extended flight upwind to the loiter. 

6. Positioning and height of the ERP is crucial. This should be placed at a height 

and location that ensures a "Below 400ft" altitude and freedom from impact with any 

topology. Remember that at any time that the ERP is selected, the UAV will descend 

to that height immediately and if there is high ground under the UAV, it will fly into it 

unless the PILOT takes control. There is unlikely to be sufficient time for the GCS 

Commander to select an alternate waypoint if this is the case. If this might be the 

case with high ground, then intermediate waypoints should be created on the way to 

the ERP with descending heights that still clear high ground safely. 

7. Additional Spotters. Whilst the main crew requires all three spotters to be 

collocated, additional spotters may be involved if required to cover such things as 

difficult ground (dead ground or water), confirmation of safe altitude (hilltop) and 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

27 
. - . 

population clearance. Each spotter must be immediately contactable via radio or 

mobile (live call during flight). 

8. Extra thought should be given to GPS coverage and reliability. 

Pilot 

9. The PILOT must be comfortable with flying at range. The ability to judge 

flightpath by UAV perspective no longer exists at 500m, let alone 1000m. Topside 

and underside, left and right, can no longer be distinguished and orientation has to 

come from flightpath information coupled with transmitter input. (eg if the UAV is 

moving right against the sky, move the transmitter stick right until UAV movement 

stops ... the UAV is then flying towards you.) Simulator experience is invaluable in 

learning this. 

10. It is easy to loose the UAV at range if you divert your eyes. However discipline 

and training will help. Prior to looking away from the UAV hold the transmitter up so 

that the UAV sits equidistant between the two aerials that will be visible (one from 

each eye and out of focus). When you look back the UAV will still be there. 

Alternately hold an extended arm up with your right index finger pointing just below 

the UAV. When you look back the UAV should still be there. (Left hand is always 

ready for mode change and throttle selection). 

GCS Commander 

11. Your primary role during flight is to keep the PILOT updated with flight 

information as follows: 

a. After launch: Heights, speeds, expected routing to first leg. 

b. En Route: Countdown to next turn, height, speed, distance from track, any 

expected height changes, any unusual behaviour. If the speed drops 

below 30kts raise your voice and read out every three seconds. Also 

occasionally readout the number of satellites. 

c. Landing: Heights and speed. If the speed drops below 30kts raise your 

voice and read out every three seconds. 

Spotter 

12. Your primary roles are as follows: 

a. Though the UAV may be launched by any member of the crew it is 

preferable that the SPOTTER conducts the launch. 

b. Lookout. This involves keeping an eye on the UAV, keeping an eye out 

(and listening out) for other air traffic and informing the crew accordingly. 

c. Managing any non flying related occurrences. Keeping an awareness on 

what is happening in and around the flying site. Public, sheep, horses etc. 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

28 
UAV 

d. Keeping the PILOT updated with the following information. 

(1) After each waypoint readout the battery voltage and temperature 

form the Transmitter screen. Also readout the elapsed time from your 

stopwatch. 

(2) Prior to launch, if requested by the PILOT, readout each minute that 

passes in order that the cameras can be kept "Live". 

(3) After the final waypoint starting the stopwatch and reading out times 

until the two minute mark is reached. 

e. Operating the radios and making sure that the PILOT can transmit if 

required by handing a radio to him or holding it close to him. Same routine 

if mobile phones are used for flight messaging (any call must be live 

before take off). 

13. Any UAV used must have previously passed the full range check (1.5km) within 

7 days of the mission, using the same transmitter that is intended to be used for the 

mission. 

14. The Failsafe must be confirmed as Type 2, Double Bind 

15. Telemetry must show battery voltage of 12.3 volts or greater on startup. 

Weather 

16. Visibility must be greater than 5k and cloudbase a minimum of 500ft above 

highest proposed flight altitude. No rain within 5km. Max windspeed 15mph. Beware 

of (orographic) clouds forming with short notice on rising ground. 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

29 
' . 

ANNEX E TO UA OPS MANUAL- FLIGHT FOLDER LOG (Quest 100/200/300) 

CHANGES 

Zip 

Man 

Assisted 

Auto 

Photography 

Other 

Other 

AIRCRAFT LOCATION/WP 

File 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

PURPOSE FLIGHT TIME /LANDINGS/UAV 

30 
•••• 

ANNEX F TO UA OPS MANUAL- Best LUMIX Settings 

Mosaic Vert Single/Cont Oblique Single/Cont 

For stitching, camera is used in manual mode, For manual (burst Trigger) camera is used in Sport mode. 

autofocus (same light densities). 

throttle avoid 30 to 40%, best 60% or Zero 

Remember RAW takes about 3.5 sec to store a photo, std slightly less than 1 sec. 

Therefore RAW needs good height if continuous used. 

RAW will only take 3 pies in continuous 

Autofocus is used to orevent manual focus button being accidentally pressed 

Lens4:3 Lens 4:3 Lens4:3 

LensAF LensAF LensAF 

Rotary M RotaryS RotaryS 

4mp card : blank 4mp card : blank 4mp card : blank 

Decisions - If sufficient light, higher fstop. then blank blank 

higher shutter, then lower ISO 

switch on switch on switch on 

Erase/Burst: unlimited Erase/Burst: unlimited Erase/Burst: unlimited 

telephoto widest telephoto as reqd telephoto as reqd 

Tit left> speed> 800 (def 500+) Tit left> speed > 800 (def 500+) Tit left> speed> 800 (def 500+) 

Press shutter halfway to show exposure EVO EVO 

Tit left again > fstop > 2.0 Press button over ground to view exposure Press button over ground to view exposure 

to f8 (aim for -2/3 Ev) 

Press button over ground to confirm exoosure 

RECMENU RECMENU RECMENU 

menu/set > Film Mode > Right > Standard > menu/set > Film Mode > Right > menu/set> Film Mode > Right > Dynamic> 

Sharpness + 1 > menu/set Dynamic> Sharpness + 1 > menu/set Sharpness + 1 > menu/set 

Picture Size 1Om > Set Picture Size 1Om > Set Picture Size 10m> Set 

Quality=== > Set (RAW === if required) Quality === > Set (RAW === if required) Quality === > Set (RAW=== if required) 

Sensitivity > 400 (or as required} > menu/set Sensitivity > AUTO > menu/set Sensitivity > AUTO > menu/set 

White Balance > Daylight > menu/Set White Balance > Auto > menu/Set White Balance > Auto > menu/Set 

Metering mode > top option~ menu/set Metering mode > top option > menu/set Metering mode > bottom option > menu/set 

AF Mode > all little squares > menu/set AF Mode > all little squares > menu/set AF Mode > all little squares > menu/set 

Pre af > off > menu/set Pre af > off > menu/set Pre af > off > menu/set 

I exposure > off I exposure > off I exposure > high 

Multi exposure> Start (autogain off) Multi exposure> Start (autogain off) Multi exposure > Start (autogain off) 

Digital Zoom > Off Digital Zoom > Off Digital Zoom > Off 

1 :1 off 1:1 off 1:1 off 

Stabilizer> Mode 2 Stabilizer > Mode 2 Stabilizer > Mode 2 

AF Assist Lamp > Off AF Assist Lamp > Off AF Assist Lamp > Off 

Ext Viewfinder > Off Ext Viewfinder > Off Ext Viewfinder > Off 

Conversion Off Conversion Off Conversion Off 

Clock Set> Set (check this) Clock Set > Set (check this) Clock Set> Set (check this) 

SETUP MENU SETUP MENU SETUP MENU 

Fn button ISO Fn button ISO Fn button ISO 

Eco economy > power save 2 mins Eco economy > power save 2 mins Eco economy > power save 2 mins 

File> QUESTUAV/website FTP Prep Docs/opsmanual.doc 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

31 
MOSAIC 

M No flash Day ISO 

400 

2 

(.) 

inf 

VERT MANUAL 

s No Flash 

2 

(.) 

+/- 0 

OBLIQUE MANUAL 

s No flash 

2 

inf 

+I 0 

Operations Manual V3.2 July 2013 

© QuestUAV Ltd 2013 

STD 10M Raw/jpg batt 

350++ 

2.0 to 8.0 800 

dynamic 10m Raw/jpg 

350++ 

800 

dynamic 10m Raw/jpg 

350++ 

800 

32 
.support.questuav.com http:/lsupport.questuav.com/manuals/aircraft-manual/ 

Aircraft Manual I QuestUAV Support 

QUESTUAV MANUAL- P4 edition 

unmanned a1rcraf! systems 

V2.0 

27th May 2014 

DISCLAIMER 

QuestUAV Ltd accepts no responsibility for damage, accidents or incidents arising out of the actions, 

negligent or otherwise, of QuestUAV aircraft operators. This document is for guidance only and does not 

constitute an authority on the use or operation of a QuestUAV aircraft or system, or any other sUAV system. 

SUAV/SUSAISUA operators are strongly recommended to seek professional training, such as the BNUC 

certificate from EuroUSC. Membership of the BMFA is also recommended for pilots, even though the 

insurance offered by the BMFA is likely to be invalid if undertaking anything other than recreational flying. 

SAFETY 

QuestUAV AIRCRAFT ARE NOT TOYS QuestUAV AIRCRAFT MUST ONLY BE OPERATED BY A COMPENTENT 

PERSON WITH RADIO CONTROL (RC) EXPERIENCE AND WITH REFERENCE TO THE LATEST MANUALS 

AND LATEST FLYING CHECKLISTS. OPERATING STAFF MUST HAVE RECEIVED MANUFACTURERS 

TRAINING AND A QUESTUAV SAFETY BRIEF AS A MINIMUM BEFORE FLYING. THE PROPELLOR OF 

QuestUAV AIRCRAFT CAN AND WILL POWER UP INSTANTANEOUSLY UNDER CERTAIN CURCUMSTANCES 
,;:; 

THE PROPELLOR OF QuestUAV AIRCRAFT CAN CAUSE SERIOUS INJURY IF POWERED UP UNDER THE 

WRONG CIRCUMSTANCES. THE PROPELLOR IS POWERFUL ENOUGH TO INFLICT DEEP TISSUE INJURIES 

AND EVEN REMOVE FINGERS. QuestUAV aircraft use lithium polymer batteries that must only be used, and 

charged, in accordance with the manufacturer's instructions. Note. This is a generic manual that covers all 

QuestUAV aircraft, interpretation will accordingly be needed to be made by the reader. Some QuestUAV may have 

single camera systems, double camera systems, no camera systems and single or multiple battery systems etc. This 

manual covers all variations. 

UAVLAYOUT 

Aileron 

Hatch 

Trailing Edge 

Leading Edge 

Wlngtlps 

PitotTube 
' ' \ 

TRANSMITTER LAYOUT 

Bind (Trainer) 

Throttle Stick 

Power Switch 

QuestUAV Aircraft Basics 

Pod 

~'------/-

--~--· -- A Freme 

Dual Rates 

(Roll) 

Trim (Pitch) 
. • -

This chapter provides a basic description of the aircraft and lists the parts and software normally included with the 

QuestUAV Aircraft Series, as well as the additional equipment you will need to operate the aircraft. 

About the QuestUAV Aircraft Series 

The QuestUAV Aircraft is a small unmanned airborne vehicle (sUAV) capable of carrying a payload in flight and flying 

(within its capability) a pre-programmed route that is created in its flight planning software (Plan). This payload will 

normally be a camera that is automatically triggered by the autopilot in a pre-planned method, that is setup by the 

person that creates the Plan. The QuestUAV Aircraft can be flown in any one of three modes, as follows: Manual 

mode. Also known as remote control. In this mode the pilot has full control over the sUAV. The autopilot has no effect 

whatsoever. The pilot also has a switch that will allow the pilot to select other modes of flight, (i.e. Assisted and 

Automatic). Assisted mode. In assisted the autopilot provides a smoothed flight that also prevents the pilot exceeding 

a set amount of bank (roll) or pitch (elevation). The pilot has full control over throttle. The effect of going from Manual 

to Assisted is that the transmitter will appear to have significantly reduced authority over the sUAV. When the pilot 

removes their fingers from the Aileron Sticks with the throttle in mid position, they should observe the sUAV flying in a 

wings level orientation with a slight descent. When the throttle is reduced to zero (and fingers are removed from the 

Aileron Stick) the wings will still be stabilized around wings level, but the sUAV should enter a descending glide. 

Automatic Mode. In automatic mode the sUAV should follow its programmed Plan without any intervention from the 

pilot (unless there are other factors preventing it such as excessive wind, safety features or incorrect datum position). 

The pilot should observe the sUAV navigating a route in the sky around the preset Waypoints of the Plan, until the 

Plan is complete and the sUAV starts orbiting the ERP. 

QuestUAV Aircraft specifications 

• Wingspan 58 to 90 inches 

• Weight 2.5 Kgs to 6Kgs 

• Motor Axi 2820/1 0 Max 42 Amp 

• Propeller APC 9 x 6 

• Autopilot Skycircuits SC2 

• Payload Standard Camera, Twin NDVI Camera, Multispectral camera, Video, Atmospheric Sensing Equipment. 

• Operating Speed 12 m/s to 25m/s 

• Control 2.4 GHz Spektrum DSM 

QuestUAV Aircraft Parts and Software 

The following list is comprised of the parts and software included with all QuestUAV Aircraft systems 

• Central EPP Pod and Pod hatch. 

• A-Frame, complete with motor, autopilot and speed controller. 

• Left EPP Wing, servo and wingtip installed 

• Right EPP Wing, servo and wingtip installed 

• Long Carbon Wingspar 

• Short Carbon Wingspar 

• 2 x propellers 

• Battery 
• Glassweave repair tape 

Additional Equipment 

You will need the following additional equipment for the first QuestUAV Aircraft system that you purchase. Once you 

have this additional equipment you are unlikely to require purchasing it again if you buy a further QuestUAV system 

• Transmitter 

• Launch Line 

• Operating Software (Toolkit, Flight, Plan) 

• Battery Charging Equipment 

Ancillary Equipment 

Depending on what you intend to do with your sUAV, where you intend to operate it and what data you intend to 

capture with it, you will need to discuss with QuestUAV what Ancillary Equipment you are likely to need for your 

operation/mission. This may include: 

• Cameras (visible or IR, with manual or trigger conversions) 

• Camera Gimbal 

• Spare Batteries 

• Aircraft Locator 

• Windmeter 

• Recovery poles 

Recommended Workshop Facilities 

It is essential that for the safe storage, protection and maintenance of your equipment, you have the suitable 

workshop facilities. This should include separate spaces for clean and dirty work to be undertaken, without 

contamination between the two. It should also include suitable tools for minor repairs and maintenance and camera 

management. It should also include safety measures for the recharging of LiPo batteries and electrical supplies for 

the numerous other items that need recharging. 

QuestUAV Aircraft Familiarisation 

Flight Characteristics 

The principles of flight that apply to full sized aircraft also apply to small unmanned aircraft like the QuestUAV Aircraft, 

even though QuestUAVs are flying wings with no tail, no elevators and no recognizable nose. 

• ROLL occurs around the longitudinal axis (runs horizontally wingtip to wingtip), 

• PITCH occurs around the longitudinal axis (runs horizontally nose to motor) 

• YAW occurs around the vertical axis (runs vertically right through the trainer). 
ROLL 

YAW 

The QuestUAV Aircraft uses elevons (combined ailerons and elevators) to control pitch and roll. For simplicity or 

reference these are always referred to in QuestUAV documentation as Ailerons. This flying wing design is highly 

effective for UAVs and allows a robust construction to be achieved that suffers less damage during heavy landings 

than a conventional design. QuestUAV Aircraft do not use rudders, allowing a tougher design. Design characteristics 

allow for yaw compensation when roll is present. 

Construction 

The QuestUAV Aircraft uses a specially formulated high density EPP for the POD body and wings. This construction 

allows for a very tough design that can withstand impacts without damage that would completely destroy conventional 

aircraft. Known weak points are strengthened with glass weave tape that is adhered to the EPP. A QuestUAV Aircraft 

should be able to withstand all normal belly landings with no damage to the aircraft. If damage is present due to 

inadvertent impact with such things as rocks, damage is easily repairable with supplied glassweave tape and contact 

glue. 

Harness 

In order to get a relatively heavy aircraft airborne without undercarriage or runway, QuestUAV have developed a 

simple bungee based launch, the QuestUAV Launch Line. The QuestUAV Aircraft has a top harness and a bottom 

harness that allows considerable forces from the launch line to be transferred without stress through the body of the 

aircraft to the hand of the launcher. On release the launching forces acceleration of the aircraft gently, but swiftly to 

flying speed. 
Stake 

Stake 

Safety and Operational Guidelines 

Generally the term automatic does not mean that the QuestUAV Aircraft flies completely automatically. As with any 

conventional model aircraft or full size aircraft, great care and practice is required to ensure safe operations both in 

the air and on the ground. No auto-pilot is capable of eliminating the dangers of operational errors and it is particularly 

important that novice fliers are not tempted to become careless, relying on the ease of control of QuestUAV systems 

and end up in situations where they cannot regain control if an operational or technical fault occurs. Technical 

instruments are liable to failure. So in the interests of safety, pilots should be suitably competent to operate a 

QuestUAV, having received QuestUAV Manufacturers training, local RC training, and simulator training. No pilot 

should ever rely exclusively on the autopilot or autonomy of the system for success. Pilots should satisfy all required 

safety measures at all times. QuestUAV strongly recommends that flight operations are conducted with at least two 

UAV skilled persons; a pilot and a Ground Control Commander/Spotter. QuestUAV systems (ground or flying 

equipment) are not designed for use in anything other than QuestUAV aircraft. Specifically, QuestUAV systems are 

not to be used for manned vehicles or for military purposes. Infringement is strictly prohibited and breaches of this rule 

will be construed as a licence violation. QuestUAV are intended solely for use within the EU. Operations outside the 

EU will require written permission from QuestUAV Ltd. QuestUAV reserves the right to withhold such permissions 

without reason or notice. Specialised knowledge and expertise are required in order to operate QuestUAV aircraft. 

Errors and negligence can result in accidents, which may cause serious personal injury, damage to property or traffic 

accidents. Since QuestUAV Ltd is unable to ensure that you handle the product correctly and competently; we can do 

no more than expressly point out these hazards. We deny liability for any damage resulting from the use of our 

products, from problems in the airframe or from failure of the signal transmission link, unless such denial contravenes 

statutory requirements. 

BFMA (British Model Flying Association www.bmfa.org)- UK Only 

It is highly recommended that a new pilot becomes a member of the BFMA (British Model Flying Association). The 

BMFA is a well-established organisation with a large number of flying clubs around the UK. Joining the association 

will no doubt progress a new pilot's development as a safe and competent flyer much quicker than an operator 

working in isolation. The BMFA handbook also holds a vast amount of information on the safe and enjoyable 

operation of RC aircraft that is also applicable to sUAV operations. 

Risk Assessments 

It is recommended that a QuestUAV Aircraft be first operated at a carefully chosen flying site, preferably with the 

assistance and oversight of regular, experienced RC flyers. Before any flight it is an essential requirement that the 48-

hour and 1 hour Risk Assessment in the QuestUAV Flying Checklists are carried out. These checks are not 

exhaustive however and other aspects of safety may be required to be taken into consideration. 

Assembly 

Safety QuestUAV Aircraft should only be assembled by an operator that has received full QuestUAV Manufacturers 
trkining. QuestUAV Manufacturers training, is a requirement prior to the assembly of a QuestUAV Aircraft, otherwise 

mistakes could be made by the assembler that invalidates the equipment warranty. 

x1 x1 

' I 

~cj 

x1 

X1 x2 

3. 

1. 

2. 

\ 

5. 

6. 

i 

L~ '~ --I' 
1. Take the Port Wing and slide the Carbon spar into the 

spar slot until it is in the correct position to fit the 

cam lock. 7. 

2. Fit the camlock in position and rotate until it locks in 

place. 

3. Now take the A-Frame, and slot it into place with the 

Pod, ensuring that it is fitted correctly and the Velcro is 

holding it in place. Feed the port and starboard wiring 

through the oval cut-out on the side plates. 

4. Carefully slide the spar that is attached to the wing 

through the correct side of the pod (If the pod is fitted 

with a parachute, you MUST ensure that the harness is 

correctly secured) 

5. Now slide the starboard wing onto the spar until it aligns 8. 

correctly to fit the camlock. 

6. Fit the second camlock in position. Ensure both 

camlocks are fitted correctly and the wings are held 

securely to the body of the aircraft. 

7. Connect the wiring between the A-frame, the screamer 

and the port wing. (ensuring that they are connected 

correctly, black wire to black wire and/or black wire to 

brown wire) 

8. Connect the wiring between the A-Frame and the 

Starboard wing. This wing also contains the Transmitter 

receiver, ensure that this is connected to the second 

lead from the A-Frame. 

9. Connect the power cable from the battery bay to the 

colour coded connectors from the ESC 

10. Now connect the required leads from the A-frame. i.e 

"trig" or "gim" to the trigger and gimbal in the camera bay, 

and "Aux 3" to the parachute door. 

Flying - Preparation for Flight and Checklists 

Safety QuestUAV Manufacturers training, or competent training from a person who has received QuestUAV 

Manufacturers training, is a requirement prior to the preparation for flight of a QuestUAV Aircraft, otherwise mistakes 

could be made by the assembler that prejudices Flight Safety and/or invalidates the equipment warranty. 

Battery Charging 

The standard design of the QuestUAV Aircraft is to fly with two 3s lipo 5000 MAH batteries, weighing 980g installed in 

the nose of the sUAV (different QuestUAV models and designs might have a different layout) Standard safety and 

charging procedures should be followed to ensure the batteries are fully charged before flight. QuestUAV provide a 

charging system for this purpose. 

The battery charger should be charged to 5000 mAh and 5.0 Amps. 

1. To do this using the Quest Charger System: 
' 2. Press the green ENTER (start/stop) button once so C=XXXXX is flashing 

3. Use the DEC and INC buttons to change the number to 5000 mAh 

4. Press the green ENTER (start/stop) button twice so LiPo charge is set to 5.0A 

5. With the battery connected 

a. Yellow XT60 to Yellow XT60 

b. White adapter to white adapter 

6. Press and hold the ENTER (start/stop) button until the battery begins to charge 

Preparing the Computer 

First see ARTICLE 2- PREPARATION OF A NEW COMPUTER and ARTICLE 3- SOFTWARE and FIRMWARE 

UPDATES below. 

With the computer switched on; 

1. Connect the Ground Control System (GCS) aerial using a 

standard USB 2.0 Device cable (printer cable) 

2. Open up PLAN, load your desired flight plan and upload to 

the Aircraft 

3. Open FLIGHT and wait for the Map to load on the right. 

4. With flight open, check all buttons on the bottom are 

Green. 

5. Proceed with flight checklists. 

Preparation for Flight 

The following page starts with an extract from the V26 of the 

QuestUAV Flying Checklists, regarding the Pre Take Off Checklist 

for QuestUAV aircraft. This inclusion gives expanded notes on the 

Flying Checklists. 

For actual flying it is important to download the latest Flying Checklists and not use these notes. The Flying Checklists 

will be the most recent version. 

Notes (in italics) are provided to give background detail to the checklists 

PRETAKE OFF CHECKLIST- QuestUAV Aircraft 

These checks are about preparing the UAV for take off and flight NOTE- If a PLAN is uploaded at any stage the 

autopilot will be reset, so the START-UP Check must be completed. Move to Take off Location 
UAV Secure on cradle, into wind. Prop attached and secure 

These checks ensure that the sUAV is not lying on the ground where the camera can be 

affected, is in a safe place and the orientation into wind is a reference point for further site 

layout and flight orientation. 

UAV Walkround Make a slow, visual inspection of the whole of the UAV externally and internally, checking that 

everything looks OK. Make sure that the ailerons and control runs are good. 

Wind In limits. Don't fly if it isn't. 

StrengthiDir/Take 

Off 

Daylight 

Sun direction 

In the Flying Checklists there is a table of suggested wind limits for pilots to follow. 

At least 1 hour to duskSufficient for imaging (400 lumens+) 

This 1 hour limit allows sufficient time for a search/recovery if the sUA V lands in an unplanned 

location. 

Noted in relation to flight plan 

The sun can make spotting the sUAV difficult. The strength and orientation of the sun in 

relation to the sUAV flightpath needs to be known before takeoff. 

Launch Line Deployed correctly into wind and stakes well secured, See images under Laying out the 

QuestUAV Launch Line in Chapter 5 

Onsite Neatly laid out, Sm from rear of launch line 

equipment 

GCS Aerial Connected to computer. At good height for reception. 

TX (Transmitter) Rubber band on 

Switches back/up. 

Mode to MANUAL 

Switch On 

Confirm Correct model selected 
UAV 

Aileron Control 

Check 

Rubber band over throttle 

Prop pointing away from operator 

Connect battery 

Confirm Correct Motor Sounds 

Telemetry showing 12.2 volts 

Wait for GPS Lock (Steady Green) 

Telemetry showing good battery voltage (over 12v). Good speed 

controller temperature (18°C). 

With Tx in Manual and facing front of UAV 

Tx Aileron Stick to right, Left Aileron drops and right aileron rises 

Tx Aileron Stick to bottom, Both ailerons rise. 
ComputerPLAN 

Camera 

Parachute (if 

fitted) 

It is advisable to write "left" and "right" or "Port" and "Starboard" on the wingtips to make 

identification easier during these checks. The orientation is as if you were a pilot sitting in the 

aircraft. 

Load PLAN 

Load desired waypoint file 

Assess suitability of current route 

Rotate route into wind 

Confirm ERP close to Datum and desired height 

Confirm not outside of Red Circle 

Upload to UAV 

Confirm route has been uploaded 

Check "Info" data is correct 

Close PLAN 

NOTE- If a PLAN is uploaded at any stage then a START-UP Check must be completed, 

otherwise the UAV will severely "porpoise" in pitch in flight. 

Lens cover removed 

Lens clean 

Battery charged. 

Fresh SO Card 

Shutter priority mode (set at 1\800) ISO 400 (or as required) 

Auto-shutdown as required 

Autofocus (unless manual required) 

Secured in cradle with tape or Velcro straps (as required) 

Sufficient movement from blue gel 

Camera on (and not in playback mode) 

Lens extended if zoom lens fitted. 

Ensure correctly packed 

Ensure parachute harness leads fit closely to the fuselage 

Ensure metal clasp is on top of parachute as weight, to assist deploying drogue quickly 

Close parachute door making the package as snug fitting to UAV body as possible 

Rotate Aux 3 dial on Tx to hold door in place 

Camera Trapdoor Rotate Aux 3 dial on Tx and confirm that the camera trapdoor works correctly. Reposition in an 

(if fitted) open position unless flight is without a camera. 

ComputerFLIGHT 

Open, correct frequency selected. Confirm all buttons are green (except for STAR) and 

correct map/plan is displayed. 
START-UP Check 

TX Auto Check 

Failsafe Check 

Range Check (Tx 

and Locator) 

ComputerFlight 

Tx from Manual to Assisted 

Move UAV in Pitch axis- when rear of UAV is raised, both ailerons rise. 

Move UAV in roll axis- when right wing is dropped right wing aileron drops. (note that the 

right wing will be held in the left hand). 

Confirm camera triggers correctly 

While in "Startup mode" press and hold the red safety button on Tx, and confirm that the 

ailerons wiggle, and "Safety Mode Waiting" is audible from Flight software.Tx to Manual mode 

Confirm logging (red light flashing) and SO card pushed in (if the logger is not flashing see the 

troubleshooting guide at the end of the pre-flight checks document) 

Start-up Check Complete. 

WARNING- PROPELLOR WILL POWER UP IF IT IS FITTED- WARN ALL CREW 

Confirm that the propeller is right way round (match the black dots) 

Prepare to expect the following behaviour 

Motor Powers up 

Ailerons Rise 

The propeller should be pushing air backwards (not forwards) 

Now 

Switch the Tx Mode from Manual to Auto and check correct behaviour above. 

Tx Mode from Auto to Manual 

Remove rubber band on throttle. 

On TX, position RH control right and down, such that ailerons deflect to an offset position. 

At the same time start the motor at low rpm. 

Now switch the TX OFF. 

The motor should stop but the ailerons should stay deflected.{Type 2 Failsafe) 

If this is NOT the case then you have the wrong failsafe type set. 

Replace rubber band on throttle. 

Switch TX back on. 

On Tx click roller button to get to Function Menu. 

Scroll to "Range Test". 

Remove rubber band on throttle 

Put throttle at lowest setting for propeller rotation. 

Brief a member of crew to stay at UAV and give hand signals regarding throttle 

Walk at least 30 paces away from UAV 

Ensure Tx aerial is pointing to the sky and you are facing UAV 

Press trainer button to reduce power (black button on Tx) 

Confirm that "Reduced Power" is shown on the TX 

Ensure that motor does NOT cut out (do not fly if it does) 

Place your hand over the aerial and the motor SHOULD cut out 

With check complete reduce throttle to zero. 

Place rubber band on throttle. 

Returning TX function menu to normal. 

HEIGHT- Check indicated height is ±1Oft 

HEADING - Check indicated heading is ±20 degrees of UAV actual heading 

SPEED - Confirm reading is ±1 Okts, taking into account wind strength. Place finger over end 

of pitot tube and press gently, confirm reading increases (see diagram below) 

VIBRATION -with the propeller firmly attached select 50% throttle and watch the artificial 

horizon and UAV indicator for signs of vibration. For more than a 20 degree change with either 

the artificial horizon or change in direction of UAV indicator, solve the issue before flying. 
ERP Check Confirm that the ERP is NOT blue (if the ERP is blue, disconnect flight battery, reconnect, redo Startup check and continue with the next checks) 

Hatch Closed & secured with Velcro 

Harness Confirm not trapped so as to not intrude on images 

Circuit Direction Assessed by pilot 

& Landing Area 

Other Air Traffic Noted 

Harness Hook up and tension. Confirm still into wind. 

Tx Rubber Band Off throttle 

Dual Rates As required (normally position 0) 
Pre Launch 

Awareness 

check 

Take a few seconds of silence. 360 degree check. Go/No Go Decision 

Tx Safety Brief Brief- Instruct that on take-off if Auto-launch is desired MODE must move swiftly from 

MANUAL to AUTO without any pause in ASSISTED 

Awareness 

check 

Take a few seconds of silence360 degree check Final GO/NO GO decision 

Operating QuestUAV Aircraft 

Laying out the QuestUAV Launch Line 

Ensure that there is a take-off and landing area of a suitable size, 

surface and clearance from obstacles around the periphery to 

safely operate a QuestUAV. In normal conditions this will require 

a field of approximately 400m by 200m, unbounded by high trees 

or obstacles, with the greater distance representing the space 

required for take-off and landing. The orientation of this area will 

depend on wind direction. Lay out the Launch Line, staking the 

first loop of the thinner cord in approximately the middle of the 

operating area. Unravel the bungee downwind and stake the 

opposite end of the Launch Line into the ground ensuring that 

there is a little tension on the line. A suitable amount of tension is 

attained by having the line slack and at its resting position, and 

then tensioning the line by moving two metres into wind before 

placing the second stake. Ensure that the stakes will not 

accidently come out of the ground when the Launch Line is under 

tension. 

• 

Where possible use a sand stake (or similar wide based 

object) to stake out the into wind end of the Launch Line . 

In the event of a Launch Line inadvertently coming free 

under tension a sand stake will be less of a hazard than a 

screwdriver. 

Once the UAV is connected to the Launch Line do NOT 

attempt to touch any part of it. If the line inadvertently 

releases the rapid deployment of the Launch Line can 

cause serious cuts and burns. 

Hook Up and Release (Assisted) 

The pilot should position near the downwind end of the QuestUAV Launch Line, such 

that the sUAV will be visible throughout the launch. 

The assistant should, With the left hand pick up the aircraft and suspend the UAV from 

the lower ring using the right hand. Walk to the line and step over the line, just behind 

the launch line hook. Suspend the sAUV in the right hand from the sUAV harness ring 
and release the left hand. With the left hand lift the bun gee hook, pull back the hook by 1m to allow slack in the rear 

line and tension in the Launch Line, then attach the lower ring to the hook and enclose both in the left hand and 

release the right hand. Now with the right hand grasp the upper sUAV harness loop and transfer tension onto this 

upper harness loop by gently releasing the left hand. The hook and ring will now remain attached. The assistant 

should now walk backwards, increasing the tension on the line until the pilot is happy with the position. 

The pilot should pause for a moment to conduct a brief risk assessment and ensure that conditions are right to 

launch, and complete the last pre take off checks. 

The pilot should call "Launch" and the assistant should release the harness with an upwards movement. The aircraft 

will depart and accelerate in a gently upward climb. In approximately 1 second after release the hook will release and 

spring back to the ground. 

The subject of flying will be covered in your QuestUAV Flying Training sessions. 

Hook up and Release (solo)- Not recommended for new users 

The pilot should position the transmitter on the ground approximately three metres downwind of the hook. In an 

orientation that will be easy for the pilot to pick up with one hand. 

With the left hand pick up the aircraft and suspend the UAV from the lower ring using the right hand. Walk to the line 

and step over the line, just behind the launch line hook. With the left hand lift the Launch Line hook, pull back the 

hook by 1m to allow slack in the rear line, attach the lower ring to the hook and enclose both in the left hand with the 

right hand grasp the upper UAV harness loop and transfer tension onto this upper harness loop by gently releasing 

the left hand. The hook and ring will now remain attached. Step back to the position of the transmitter and using 

either the right of the left hand, taking care not to knock the motor control, pick the transmitter up and put the loop 

attached to the transmitter over the head. Continue to step backwards until sufficient tension is achieved. 

Pause for a moment to conduct a brief risk assessment and ensure that conditions are right to launch. Check that the 

autopilot switch is in the correct position, that no switches have been accidentally moved and move the right hand 

stick to ensure that the ailerons move. 

The pilot should call "Launch" and release the upper harness loop with a gentle upward movement. The aircraft will 

depart and accelerate in a gently upward climb. In approximately 1 second after release the hook will release and 

spring back to the ground. 

Flight Planning and Templates 

Using Templates 
When you first load up Plan, you will be asked to start a new plan or load an existing one. If you select to create a neVI 

plan, you will be required to select a template: 

I L__ ____________________________ ~ 

In previous versions of Plan, users were asked to use the complicated script system. Scripts have now been replaced 

by Templates. 

If you click on a template, a description (along with features selected) will appear in the right hand box. 

QuestUAV have provided 3 ready-made templates. These are: 

GRID- for when you are using the auto grid function. It allows for an auto launch, auto landing, but no rotate or 

translate (landing and taking-off legs will have to be put into wind manually) 

Point and Click- for when you are doing a normal plan, where you point and click to create waypoints. It allows for 

auto launch, auto landing but nor rotate or translate (landing and taking-off legs will have to be put into wind manually) 

this planning method is designed for linear features where you do not need the rotate and translate function. 

WASP Point and Click- similar to the above Point and Click template, but with the addition of Rotate and Translate 

function. 

Once you have selected which template you require, click on it to highlight and click 'Load Template' 

Templates can be updated to always open at your location (instead of Quest HQ), contact QuestUAV for information 

on this. 

You will then be greeted with the following screen: 
- !_), 

,s- ~. 

·~~. T-

·-- b 

.... _ 

Circled in red is the new 'Plan Settings' section, this informs you are what features are enabled for the template/plan 

you have loaded. 
' Create a plan, as you normally would. The 0 waypoint 

has now become an actual waypoint, so the aircraft 

will fly to it. You need to make the 0 waypoint the first 

waypoint you want to fly to. Once you have finished a 

plan, you have a few more options- such as adding the 

auto landing. 

The auto landing settings are part of the template, but 

you still need to enable it and position the landing 

pointlglideslope. To do this, right click on the plan map 

area, select 'Plan Settings' and select the 'Auto Landing' 

Tab (see image to right) 

To enable the auto landing feature tick 'Auto Landing 

Enabled' and decide on an orbit direction (clockwise or 

anti clockwise) Ensure the following settings: 

Autolanding method: Land in a straight line 

Angle of 7 .Odeg 

Distance of 300m 

Reduce airspeed: 28kts 

At a height of 40ft 

Flare: licked 

At a height of 16ft 

Once you are happy with the settings, click 'Set' 

A landing waypoint will appear in plan: 

~airspeed 

l ••• then set lillps to 

Qbl diecliian 

@ Cloc:bise 

0 Jlnlidockwise 

CD Jla.tolarD1g method 

0 Spiral cfesctn 

FiuaheVJt 

... ill a rille d 

@ Land in a sfr.IVt b 

35.if f!j! Ids 

0.0 ~J t 

'0.0 : ftls 

It a glidesfcpe angled :7.o::~ deg 

[300-~ m ···-·-·-! ... ian a distanced 

Set lillps in descert to 

Q) ~ ReclJce airspeed to 

... at a heigtt d 

CD ~Rae 

Ptaheigttof 

... zero lhrdlle and 

o.o· ~~ t ~-----_bdl 

'28:~~]1ds 

:40 -~1 ft ___ :i! 

... illlempt a clinb rate of 0.0 .±J] ft/s 
T--

-"J :-.:!' 

~ 

-

- ~" 

--

- • .. ~. 

The initial height of the landing will be decided by the glideslope angle and straight line distance. In this example, its 

121ft. The aircraft will approach from waypoint 27 and head to the first stage of the landing sequence. Once it reaches 

this waypoint, it will enter a loiter until it lines up with the landing straight line. With it lined up on the straight line, the 

aircraft will begin its linear descent to the ground. 

If you need to change the angle of the landing line, you can click and drag the loiter waypoint and move it around the 

'LAND' point. 

If you need to move the landing point, click and drag the 'Land' waypoint. 

Make sure the 'Auto Landing' feature is ticked in the sidebar. 

Once satisfied with your plan, upload as normal. 

Further reading: 

Article 1 - QuestUAV Simulator installation and operation instructions. 

Article 2 - Preparation of a new computer. 

Article 3 - Software and Firmware upgrades. 

Article 4- Setting up the buddy/trainer system. 

Article 5- Bind and Failsafe Process. 

Article 6 - Range test (Low power test) 

Article 7- Trim adjustments (following wing, CG changes or significant repairs) 
. 

Article 8- Throttle Remapping. 

Article 9- Import aerial imagery to Plan. 

Article 10- SC Flight Troubleshooting. 

Article 11 - SD Logger. 

Article 12 - Sony A6000 Setup. 

Article 14- Panasonic LX? (Twin Camera) setup. 

Article 15 - Gimbals. 

Article 16 - Setting up Return To Home Switch function. 

Article 17 - Capturing Servos. 

Article 18 - High Temperature operations. 
"Good luck and hope are no substitute for preparation" 

unmanned aircraft systems 

FLYING CHECKLISTS 

Issue V29 June 2015 

This checklist is for P4 only 

©Copyright QuestUAV Ltd 2015 
DISCLAIMER 

QuestUAV Ltd accepts no responsibility for damage, accidents or incidents 

arising out of the actions, negligent or otherwise, of QuestUAV aircraft 

operators. 

This document is for guidance only and does not constitute an authority on 

the use or operation of a QuestUAV aircraft or system, or any other sUAV 

system. Expressly, QuestUAV Ltd does not accept responsibility for 

inclusion of wrong checks, exclusion of checks or incorrect sequencing of 

checks. 

SUAV/SUSAISUA operators are strongly recommended to seek 

professional training, such as the BNUC certificate from EuroUSC. 

Membership of the BMFA is also recommended for pilots, even though the 

insurance offered by the BMFA is likely to be invalid if undertaking 

anything other than recreational flying. 

SAFETY 

QuestUAV AIRCRAFT ARE NOT TOYS 

QuestUAV AIRCRAFT MUST ONLY BE OPERATED BY A COMPENTENT 

PERSON WITH RADIO CONTROL (RC) EXPERIENCE AND WITH 

REFERENCE TO THE LATEST MANUALS AND LATEST FLYING 

CHECKLISTS. OPERATING STAFF MUST HAVE RECEIVED 

MANUFACTURERS TRAINING AND A QUESTUAV SAFETY BRIEF AS A 

MINIMUM BEFORE FLYING. 

THE PROPELLOR OF QuestUAV AIRCRAFT CAN AND WILL POWER UP 

INSTANTANEOUSLY UNDER CERTAIN CURCUMSTANCES 

THE PROPELLOR OF QuestUAV AIRCRAFT CAN CAUSE SERIOUS INJURY 

IF POWERED UP UNDER THE WRONG CIRCUMSTANCES. THE 

PROPELLOR IS POWERFUL ENOUGH TO INFLICT DEEP TISSUE INJURIES 

AND EVEN REMOVE FINGERS. 

QuestUAV AIRCRAFT USE LITHIUM POLYMER BATTERIES THAT MUST 

ONLY BE USED, AND CHARGED, IN ACCORDANCE WITH THE 

MANUFACTURER'S INSTRUCTIONS. 

©Copyright QuestUAV Ltd 2012 No part of this document may be copied or reprinted in any format without the express permission 

of QuestUAV Ltd. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

2 
V26 Edits and Additions (14th January 2015) 

Addition of P4 checks 

- Arming function 

V27 Edits and Additions (12th May 2015) 

Updates and simplifying 

V28 Edits and Additions (26 May 2015) 

Improved Startup Checks 

Modifications to "Important Notes" (page 5) 

Inclusion of Disclaimer at page 2 

Addition of Launch Line Calibration Checks 

V29 Edits and Additions (1 0 June 2015) 

Updates to Pre Take Off Checks 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

3 
11 

Contents 

DISCLAIMER .............................................................................................................................. 2 

Glossary of Terms ...................................................................................................................... 5 

IMPORTANT NOTES ................................................................................................................. 6 

UK LEGAL FRAMEWORK ......................................................................................................... 9 

UAV PARTS ............................................................................................................................. 10 

48hr RISK ASSESSMENT ........................................................................................................ 13 

UAV BASE CHECKS ............................................................................................................... 14 

WEATHER LIMITS ................................................................................................................... 15 

FLIGHT REPORT FORM ......................................................................................................... 16 

FLIGHT BRIEF ......................................................................................................................... 17 

CAMERA PREPARATION CHECKS ........................................................................................ 18 

PARACHUTE PREPARATION CHECKS ................................................................................. 19 

LAUNCHLINE LAYOUT AND CALl BRA TION .......................................................................... 19 

1 Hr SITE SAFETY ASSESSMENT ......................................................................................... 20 

PRE FLIGHT CHECKS ............................................................................................................. 21 

ON ROUTE CHECKS ............................................................................................................... 26 

PRE LANDING CHECKLIST (conducted after last imaging leg) .............................................. 26 

POST FLIGHT CHECKLIST ..................................................................................................... 26 

RETURN TO BASE CHECKS .................................................................................................. 27 

FLIGHT DEBRIEF .................................................................................................................... 27 

TROUBLESHOOTING GUIDE ................................................................................................. 28 

FAILSAFE BEHAVIOUR ........................................................................................................... 33 

EXTENDED VLOS CHECKS .................................................................................................... 33 

DISCLAIMER ............................................................................................................................ 36 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

4 
Glossary of Terms 

ANO 

CAP 

ERP 

ESC 

LIPO 

MAH 

Rx 

Tx 

VLOS 

Air navigation Order (UK) 

Civil Air Publication (UK) 

Emergency Rally Point 

Electronic Speed Controller 

lithium Polymer Battery 

Milliamp Hours - measure of electrical energy 

Receiver (2.4 Ghz) 

Transmitter (2.4 Ghz Dx8/Dx9 Spektrum) 

Visual Line of Sight 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

5 
f 

IMPORTANT NOTES 

P4 Operations: 

Return to Home Button Active in MANUAL Mode Inadvertent Powerup Possible 

Once STARTUP checks are completed, pressing the Return to Home (Safety) red button on 

the transmitter will cause the UAV motor to power up and attempt to fly to the ERP. If pressed 

by accident on the ground, a full power up will occur. 

On all new machines, QuestUAV is providing a plastic key that will prevent this button being 

depressed. This key is available on request to current users. Extra checks are included in this 

booklet to accommodate these changes. 

AUTOLAUNCH: Inadvertent Powerup Possible 

It has come to our notice that 

IF an autolaunch is being used 

IF the UAV is Armed 

IF the transmitter is in AUTO mode 

IF the Launchline is under significant tension (Skg and above) 

IF the UAV becomes suddenly released from the Launchline (ie launchline trapped) 

Then the Autopilot might detect a 1. 7G acceleration and activate full power to the motor, (ie 

expecting to take off). 

Pilot reaction if this happens is either 

A. Switch the transmitter to Manual (throttle should already be at zero) 

B. Or 

C. Throw the UAV away forwards and step backwards, then switch mode to MANUAL 

and throttle to zero. 

Be Throttle Aware- Avoid Fire (Jeti Opto-Pro Speed Controllers Only) 

Under certain circumstances the Electronic Speed Controller (ESC) can overheat to such an 

extent that it can burst into flames on the ground. This will damage the UAV. This is invariably 

caused through failure to observe correct procedures. This invalidates the warranty as a result. 

To prevent this: 

After landing ensure that the Throttle is set to Zero, with rubber band placed on the 

throttle and the Mode is switched to Manual. 

After inadvertent landings, crashes, dead landings etc, also make sure that the Throttle 

is immediately put to Zero after landing and the Mode is changed to Manual. 

Ensure all pre-flight checks are done correctly. This will ensure that any motor faults are 

displayed BEFORE take-off. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

6 
The transmitter (Tx) gives temperature warnings when the ESC overheats. Learn what they are 

so that when overheating happens you will know what to do. 

Ensure the Wings Wont Separate during Pre Take Off Checks 

There are checks to do on the wings (lateral and rotational) prior to take off for Q-Pod aircraft. 

Failure to do these correctly can result in serious damage to the UAV. 

In Manual MODE, A UAV Stall Can Be Forced to Occur 

If the UAV is in ASSISTED and the throttle is reduced to 0% the UAV will naturally sink without 

stalling. However in MANUAL if the airspeed is allowed to drop below safe speed, a stall will 

occur that will most likely result in a crash. 

When the aircraft goes out of TX range in Auto (approx 1 km) you will not be able to 

recover it in Assisted or Manual. 

You will not notice the transmitter going out of range. You will not be able to recover the UAV 

using the transmitter if things go wrong beyond this distance. The laptop telemetry may still 

work depending on signal strength, allowing diversions to occur, but this is not guaranteed. 

A Safety Circle will help prevent some kinds of flyaways. 

Remember that in UK you should not be flying at these ranges anyway without specific 

permission. SOOm is normally your maximum allowable range. 

P1 Operations and RC11/RC14 Operations 

In Assisted Mode (Attitude Mode} an Over Speed is Possible 

Whilst under pilot control modes (Assisted, Attitude or Manual) it is possible to accelerate the 

UAV to high speeds that will cause severe airframe damage. The cruise speed is approx 35kts: 

the UAV damage zone speed is considerably higher at above 70kts. However due to the 

efficient nature of the airframe this speed can be achieved with full throttle or in a dive. Caution 

needs to be exerted to prevent this. Crews are trained that the Laptop Commander should 

read out airspeeds and heights when in Assisted (attitude) or Manual modes. 

In Auto mode there is automatic speed protection and this risk does not exist. 

Be Throttle Aware- Avoid Fire 

Under certain circumstances the Electronic Speed Controller (ESC) can overheat to such an 

extent that is bursts into flames on the ground and can damage the UAV. This is invariably 

caused through failure to observe correct procedures. This invalidates the warranty as a result. 

To prevent this: 

After landing ensure that the Throttle is set to Zero, with rubber band placed on the 

throttle and the Mode is switched to Manual. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

7 
After inadvertent landings, crashes, dead landings etc, also make sure that the Throttle 

is immediately put to Zero after landing and the Mode is changed to Manual. 

Ensure all pre-flight checks are done correctly. This will ensure that any motor faults are 

displayed BEFORE take-off. 

The transmitter (Tx) gives temperature warnings when the ESC overheats. Learn what 

they are so that when overheating happens you will know what to do. 

Ensure the Wings Wont Separate during Pre Take Off Checks 

There are checks to do on the wings (lateral and rotational) prior to take off for Q-Pod aircraft. 

Failure to do these correctly can result in serious damage to the UAV. 

In Manual MODE. A UAV Stall Can Be Forced to Occur 

If the UAV is in ASSISTED and the throttle is reduced to 0% the UAV will naturally sink without 

stalling. However in MANUAL if the airspeed is allowed to drop below safe speed, a stall will 

occur that will most likely result in a crash. 

In Auto A UAV Stall Can Happen 

If the batteries have become exhausted the UAV will attempt to maintain height, reducing 

airspeed below a safe minimum, and resulting in a stall. This is preventable through the use of 

the "Minimum Voltage" setup in the GCS program. 

When the aircraft goes out of TX range in Auto (approx 1 km) you wont be able to 

recover it in Assisted or Manual. 

You wont notice the transmitter going out of range. You wont be able to recover the sUAV 

using the transmitter if things go wrong beyond this distance. The laptop telemetry may still 

work depending on signal strength, allowing diversions to occur, but this is not guaranteed. 

A Safety Circle will help prevent some kinds of flyaways. 

Remember that in UK you should not be flying at these ranges anyway without specific 

permission. 500m is normally your maximum allowable range. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

8 
UK LEGAL FRAMEWORK 

Operating a QuestUAV Aircraft in UK: Relevant Legislation 

Categories of QuestUAV Aircraft: 

Quest 100- Model aircraft (provided not flying a camera). Follow BMFA Guidelines and read the 

BMFA Handbook. CAP 658 Article 74 and 98 apply. 

Quest 100- SUSA- if flying a camera (small unmanned surveillance aircraft). CAP 393 article 167 

applies. 

Quest 200/300- Sub 7kg sUA I SUSA. CAP 393 rules 166 and 167 apply. CAP 722 applies. 

Extracts from Publications that these Categories apply to: 

CAP 658 (Model Aircraft: A guide to Safe Flying) 

Article 74 

"A person shall not recklessly or negligently cause or permit an aircraft to endanger any person or 

property." All model flying activity is controlled by this article of the ANO and it is important that the 

operator of any model aircraft should bear this in mind at all times. 

Article 98 

A person shall not cause or permit any article or animal (whether or not attached to a parachute) to be 

dropped from a small aircraft so as to endanger persons or property. 

CAP 393 (The Air Navigation Order) 

Article 166 Small Unmanned Aircraft (SUA) 

( 1) The person in charge of a small-unmanned aircraft may only fly the aircraft if reasonably satisfied 

that the flight can safely be made. 

(2) The person in charge of a small-unmanned aircraft must maintain direct, unaided visual contact 

with the aircraft sufficient to monitor its flight path in relation to other aircraft, persons, vehicles, 

vessels and structures for the purpose of avoiding collisions. 

(3) The person in charge of a small unmanned aircraft must not fly the aircraft for the purposes of 

aerial work except in accordance with a permission granted by the CAA. 

Article 167 Small unmanned surveillance aircraft (SUSA) 

( 1) The person in charge of a small-unmanned surveillance aircraft must not fly the aircraft in any of 

the circumstances described in paragraph (2) except in accordance with a permission issued by 

the CAA. 

(2) The circumstances referred to in paragraph (1) are: 

(a) over or within 150 metres of any congested area; 

(b) over or within 150 metres of an organised open-air assembly of more than 1,000 persons; 

(c) within 50 metres of any vessel, vehicle or structure which is not under the control of the person in 

charge of the aircraft; or 

(d) subject to paragraphs (3) and (4), within 50 metres of any person. 

(3) Subject to paragraph (4), during take-off or landing, a small-unmanned surveillance aircraft must 

not be flown within 30 metres of any person. 

(4) Paragraphs (2)(d) and (3) do not apply to the person in charge of the small unmanned 

surveillance aircraft or a person under the control of the person in charge of the aircraft. 

(5) In this article 'a small unmanned surveillance aircraft' means a small-unmanned aircraft that is 

equipped to undertake any form of surveillance or data acquisition. 

CAP 722 and CAP 658 are essential reading for the safe operation of a QuestUAV aircraft. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

9 
UAV PARTS 

Wingtips 

j 

Servo Arm 

and Servo 

Avionics Box: 

• Autopilot 

• GPS receiver 

• Logger Board 

• Firmware 

switch 

• TM1000 

• AR8000 

Camera and 

Auxiliary "\. 

leads "'-

Power leads 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Ailerons 

Leading Edge 

Pitot Tube 

' 

Electronic / 

Speed Controller 

Starboard Aileron 

and Tx Receiver 

Port Aileron 

10 
Issue v29 June 2015 

© QuestUAV Ltd 2015 

Bind (Trainer) 

Dual Rates 

(Roll) 

11 
DESK STUDY CHECKLIST 

The preparations for a new operations or survey, commercial or otherwise, should begin weeks before 

any flights. Use the following checklist to assist cover factors that might have an influence on the 

operation. 

Specification What is required of the job: 

Location, coveraoe, resolution, altitude, RAW/JPG. 

Legal Research or commerce: 

Ensure clarification. CAP 722 & ANO, insurance valid, crew valid. 

Equipment UAV(s), cameras, sensors, ground equipment required. 

Serviceability of equipment including charqe state of all batteries. 

Airspace No conflict with civil or military airspace. 

In UK check www.notaminfo.com/ukmap for prohibited sites, restricted sites, 

airspace notifications and any conflicts. 

Gain contact details of Military/Civil aerodromes within 20 miles. Notam or notice 

required? If so, contact Low Level Traffic Cell on 0800 515544 

For contact details of all UK airports visit http://goo.gl/jMpPk, click on your 

required airport, click on 'XXX Aerodrome- Textual Data' and find the relevant 

contact details. 

For any heliports visit http://goo.gi/XDpVU 

It may be advantageous to ask your local airport about any minor operating sites, 

gliding, microlights or parachute airfields. 

Within the Flying Checklist folder on dropbox are two maps of the UK with 

airfields locations, these do not show all airfields and should be used as 

reference. 

Landowner Contact. Discuss operations and note requests/limits. 

Desk Study Using preferred aerial imagery (Google Earth, Bing etc.) 

5 miles radius check- dangers, habitation, airspace, contours. 

Flight area check, launch/land for different winds to maintain minimum sep 

criteria (inc 30m "bubble" around aircraft). 

Flight area - dangers, turbulence, trees, water, livestock, buildings, roads, fences 

etc. 

Weather What impact will weather have on the task and its success? What weather is 

essential or desirable? 

Crew Establish likely crew required, experience, availability and currenc;y. 

Authorisation Who will authorise? Discuss requirements with this person. Who will to decide 

the Go/No Go? 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

12 
48hr RISK ASSESSMENT 

This is a medium range assessment that is to be conducted during the planning stage and prior to 

deployment, to monitor risks and changes to risks. It should ideally be conducted by a visit to the site. 

Weather Forecast: 

Wind directions, wind strengths and implications on waypoint planning and battery 

life. 

Drift following control or engine loss. 

Direction of strong sunlight. 

Time Time to complete Risk Assessment. Time to clear site. Hours of daylight. 

Equipment Reds & Greens. Serviceability and charge state of all batteries. New equipment 

unflown/untested. 

Interference Other UAV operators using equipment on 2.4Ghz or 5.8Ghz that could cause 

interference and/or failure to link UAV and laptop. 

Public & Accesses, footpaths, roads, buildings. 

Property & Min separation criteria. 

Local Laws Possible change to populations (schools out etc} 

Land Permission (local farmers/landowners} 

Local by-laws. 

Possible Police notification. 

Airspace & Check www.notaminfo.com/ukmap for any changes since desk study. 

Notams Contact Military/Civil aerodromes within 20 mile. 

Issue Notam I Notification to Low Level Traffic Cell on 0800 515544 

Orientation Take off and landing directions for different winds. Routes should easily meet 

minimum separation criteria (30m "bubble" around aircraf!}_. 

Flight Estimate of site size, shape, slope surrounds, surface. Buildings, masts, trees, 

Hazards topography. Assess hazards on take off and landing for different winds. Assess 

where potential wind shear or turbulence might occur. 

UAV Establish where obstructions might reduce UAV visibility, especially during the 

Visibility landing sequence. 

Alternate Establish East/West and North/South oriented landings sites that ensure 

Landing separation criteria will not compromised. Sites need to be within close Visual Line 

Sites Of Sight (VLOS). 

Site Plan Map printed and notes written. 

Checklists Confirm the latest Flying Checklists are being used. Confirm whether Firmware 

and needs to be updated or not. (Refer to latest QuestUAV Newsletter}. 

Firmware 

Flight Safety Is the mission priority of "Flight Safety First" clearly understood? If not this must be 

researched. Read the QuestUAV Forums under "Flight Safety" for more 

information. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

13 
UAV BASE CHECKS 

These are the checks to ensure that the UAV is correctly prepared for flight. They are normally done 

after the 48hr Risk Assessment unless deployment to the site happens 2 or more days before the flights 

are planned to take place. 

DOING PROPER UAV BASE CHECKS IS INVARIABLY CRUCIAL TO THE SUCCESS OF A 

MISSION. MANY CUSTOMERS FAIL TO REALISE THIS AND ARRIVE FOR A MISSION 

UNPREPARED, WITHOUT SUFFICIENT TOOLS OR SPARES, NOT HAVING TESTED CAMERA OR 

GIMBAL OPERATIONS AND/OR NOT HAVING TESTED FLIGHT PLANS. THE RESULT IS ALWAYS 

DISAPPOINTMENT AND UNNECESARY RISK-TAKING. 

Propeller 

Manufacturers Bulletins 

Flying Checklists 

Batteries Charged 

Full Indoor PRE-FLIGHT 

CHECKS 

Shadow Board 

Shadow Board 

Add your extra 

equipment list here ... 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Ensure slackened or removed whilst indoors 

Have your read and digested the latest bulletins from QuestUAV? 

Do you have the latest version OR are vou aware of latest changes 

Lipo Flight Packs 

Camera Batteries 

Laptop Batteries 

Transmitter Batteries 

Servo tester Batteries 

Etc ... 

Go through the checklist titled "PRETAKE OFF CHECKLIST 

Do the relevant checks (marked by a 8) to confirm the UAV will 

perform correctly when taken to the field. 

Fully populated with ALL the equipment you will need for your 

mission. 

Pack all equipment from the shadow board into rucksack/rugged box 

etc. Check that the shadow board is emotv before departure. 

14 
WEATHER LIMITS 

Visibility Wind Cloud base Weather 

*Novice- 5k 5 mph I gusts 7 2500 ft No precip within 

Trimming Flight mph 10k 

** 

*Novice- 5k 9 mph/ gusts 12 2500 ft No precip within 

Regular Flight mph 10k 

* Experienced -

Trimming flight** 

Experienced 3k 14 mph/ gusts 18 Max 50% No Precip within 5k 

mph coverage at 1 000 

ft 

Experienced 2k 17 mph I gusts 22 No Precip within 2k 

Licensed or 50% UAV 

vis at 500m 

Experience 1k 9 mph/ gusts 12 500ft No Precip within 

Licensed Low or 50% UAV mph 1K 

Visibility vis at 500m 

Experienced 5k 20 mph I gusts 25 1500 ft No Precip within 

Licensed High 5K into wind 

Wind 

* Minimum of Pilot and UA Commander 

**Trimming flight following major change, repair or uncertainty in correct UAV trims required for take 

off. 

------------------------------------------------------------ 15 

Issue v29 June 2015 

© QuestUAV Ltd 2015 
FLIGHT REPORT FORM 

UAVName 

Date 

Place 

Crew 

Time 

Weather 

Flight Log 

Follow Up 

Flights Times 

Signed: 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Landings 

Objectives 

UAVSetup 

Pilot Commander Training 

Date: 

16 
FLIGHT BRIEF 

This document will help collate the information for a pre-departure brief, also known as a pre-flight brief. 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

Weather 

Location 

Crew 

Timings 

Objectives 

UAV 

Cameras and Sensors 

Equipment 

Risk Assessment 

Documentation 

Authorization 

Details of the forecast weather taken from Internet and also from direct 

observation 

What is the location of the mission? 

Are there alternative locations to fly if conditions are unsuitable? 

Who is performing what tasks? 

Is there anything to be aware of regarding individual members of the 

crew? 

When will specific parts of the mission happen? 

When must cease fly occur? 

What is the purpose of the mission. 

Which UAV to be used. What changes have been made on the UAV 

since the last flight. 

Is there anything to discuss about the setup 

Shadow Board - missing equipment. 

Is everything loaded from the shadow board 

If a risk assessment has to be completed, what is the outcome? 

Is all the documentation ready? 

Who is authorizing the flight? 

Have they been correctly briefed? 

Have they signed? 

-------------------------------------------------------------- 17 

Issue v29 June 2015 

© QuestUAV Ltd 2015 
CAMERA PREPARATION CHECKS 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

Camera(s)85 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Basic Setup: 

0 Shutter priority mode (set at 1/800) 

0 iso 400 (or as required) 

0 Autoshutdown as required 

0 Autofocus (unless manual required) 

0 IR Trigger activated (Sony A6000/NEX-7 only) 

Advanced Setup: 

0 Aperture Priority - calculated. Value 

0 Manual Focus Checked - tape on ring 

0 ISO Calculated. Value 

0 Exposure 1 stop under 

0 Light Density noted. Value Type of cloud cover 

Lens cover removed 

Lens Clean 

Battery charged. 

Fresh SD Card Image number noted here 

Secured in cradle with tape or Velcro straps (as required) 

Sufficient movement from blue gel 

Camera On (and not in playback mode) 

Lens extended if zoom lens fitted 

Store the camera I gimbal setup safely, ready for introduction into the UAV 

during pre-flight checks 

18 
PARACHUTE PREPARATION CHECKS 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

0 

Parachute Ensure parachute correctly packed and checked by another person if 

possible. Use QuestUAV video information in the Support website for detailed 

instructions. 

Turn the UAV over and ensure that the battery bay floor is fitted correctly and 

not displaced from a previous landing. 

Ensure that the parachute pack is not stuck too tightly inside the bay, 

preventing easy ejection 

Ensure that the brown bag flap is loose and not tied under the black elastics 

Ensure that the cord between drogue and brown bag exits under the flap of 

the brown bag, at the corner nearest to the rear of the UAV and then routes 

underneath the bag finally exiting at the front centre of the parachute bay 

Confirm drogue not inside-out (label should be inside drogue, not outside) 

Ensure metal clasp is on top of parachute/drogue to ensure that this clasp will 

be the first object to drop out of the bay. 

Parachute door closed and camera trapdoor opened 

Switch the UAV on and check action of Aux 3 dial on TX to confirm trapdoor 

and parachute will open correctly. 

Ensure parachute harness leads fit closely to the fuselage and will not trap on 

the servo arm or any part of the fuselage 

Confirm that the rear harness is not caught under the pitot tube 

LAUNCH LINE LAYOUT AND CALIBRATION 

This procedure will provide the most efficient layout for the launchline, ensuring that the right 

amount of pull is employed with the minimum amount of spare line to become entrapped. This 

procedure only needs to be used occasionally, with a new line, or if the ambient temperature is 

significantly higher or lower than originally calibrated to. Once calibrated the line can be 

tensioned to its full length and the operator will know that there is approx 13 kg of pull. 

1. Stake rear launchline into ground using the end yellow loop and stake. 

2. Layout launchline into wind as demonstrated during training. 

3. Stake bungee loop into ground, without any tension on line. 

4. Connect scales to hookup and walk back until 13kg is showing. 

5. Note where bend/reverse happens in rear line, mark this place on the line. (point 1) 

6. Release tension on the line and remove scales. 

7. Remove end yellow loop from stake to release launch line. 

8. Locate point 1 and form a fresh loop in this place. This now becomes the new position 

for the rear line stake. 

9. Layout the launchline, now with 1 metre of tension, using this point 1 loop for the stake 

position. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

19 
• 

1 Hr SITE SAFETY ASSESSMENT 

This assessment is to be carried out by the UA Commander just prior to the flight, and with reference to 

. the 48hr Risk Assessment. . 

0 Flight Safety Is the mission priority of "Flight Safety First" clearly understood? Brief 

crew accordingly. 

0 Crew Determine who is Pilot, who is UA Commander and who is spotter. 

Ensure each crew member is suitably briefed on their roles. 

0 Site Plan Understood and with reference to 48hr checks 

0 Safety Clothing High Visibility wear, sunglasses, peaked caps etc. 

0 Wind and Weather Updated. Direction (surface and at height), strength, changeability 

noted. Possibility of turbulence and areas of wind shear. Within 

limits? 

0 Orientation and Assess take off and landing routes. Is there sufficient clearance from 

Visibility obstacles/ground especially during the landing sequence? Will the 

UAV be visible to the pilot throughout all stages of the flight? What 

are the options for different landings if the wind changes. Confirm 

alternate landings are still available and still meet criteria. 

0 Air Traffic Control Contact ATC if required. Note density and type of any Air Traffic. 

(ATC) 

0 Detailed Hazards Update 48hr "Flight Hazards". Note objects that could damage 

Assessment aircraft on landing or make recovery difficult (e.g. trees, stones, 

wires). 

0 Positioning of At least 20m away from launch site and not in Take off/landing 

Vehicles/major direction. 

equipment 

0 Tents, tables and Ensure secured and not likely to be blown by the wind. 

equipment 

0 Tools, glues, sprays Secure 

0 Gates and Accesses Closed, as required. Emergency access defined. 

0 Lookout I Hearout Anything preventing a good 360-degree lookout. 

Any distracting noises that could block out listening, or crew 

communication. 

0 Slip, Trip, Fall hazards Identified 

0 Fire Extinguisher, C02 Available 

0 First Aid Kit Available. Nearest medical source known. 

0 Spotters Briefed 

0 Safety Brief Complete a Safety Brief with Plan of events, times, duties, lookout, 

clearup, dealing with the public). 

0 Mobile phone reception Determine who has reception and who is off. UA Pilot's Mobile to 

silent for mission, or in the possession of another crew member. 

Once the 1 Hour Site Safety Assessment is complete, the Launch Line can be laid out. Ensure 

that the line is laid out with the correct tension and correct length for the rear line. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

20 
PRE FLIGHT CHECKS 

These checks are about preparing the UAV for take off and flight 

5 = Checks required for subsequent flights to first flight. I.e. Short Pre Take Off Checks 

s = Base Checks 

NOTE -If a PLAN is uploaded at any stage then the START-UP Check must be completed prior to 

launch. 

D Wind Direction 

UAV 

D Flight Batteries 

D UAV 

Walkroundss 

Payload 

Parachute 

D Q-Pod Lateral 

Wing Separation 

Checks 

D Q-Pod 

Rotational Wing 

Separation 

Checks 

D Wind 

Strength/Dir/Tak 

eOffS 

D Daylight 5 

D Sun direction 

D Interferences 

D Launch Line 

D Onsite 

equipment 

D TX (Transmitter) 

SS 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Assess the ground wind and the upper (400ft wind) 

Take note for launch line layout (ground wind) and Flight Planning (upper 

wind) 

Secure on cradle, pointing into wind 

Prop attached and tiQht 

Fully charged, Installed correctly with Velcro harness. NOT CONNECTED 

vet. 

Make a slow, visual inspection of the whole of the UAV externally and 

internally, checking that everything looks OK. 

Make sure that the ailerons and control runs are good. 

If a pop-off motor is mounted ensure that the motor is properly secured. 

Ensure Wingtips secure. 

Antenna attached. 

Ensure that the correct payload is installed and that the Gimbal and Trigger 

leads are installed and connected correctly, according to the earlier "Camera 

Checks". 

Ensure that, if fitted, the parachute has been installed correctly according to 

the earlier "Parachute Checks". 

With two persons, one holding each wing, try and separate the wings from the 

UAV pod with a firm pull. The wings should not separate. The spars should 

be held tightly in place by the wing-locks. If the wings separate DO NOT FLY. 

Placing one hand on the pod and one on the leading edge of a wing, try and 

pull the wing away from the POD by approx 2cm. The wing stub should NOT 

disengage from the POD. Repeat with other wing. 

Check In limits. Don't fly if it isn't. 

At least 1 hour to dusk 

Sufficient for imaging (400 lumens+) 

Noted in relation to flight plan 

Note other UAV operators using equipment on 2.4GHz, 868MHz or 5.8Ghz 

that could cause interference and/or failure to link UAV and laptop. 

Deployed correctly, into wind with stakes well secured. 

Neatly laid out, 5m from rear of launch line 

1. Rubber band on throttle 

2. All switches back/up 

3. Mode to MANUAL 

4. Safety button key inserted and secure 

5. Switch On 

6. Confirm correct model selected (check with UAV) 

7. Confirm Aileron and Elevator trims are central 

21 
0 UAV85 

0 

GCS Aerial8 

0 

0 ComputerPLAN85 

0 Gimbal 

0 Camera 

Trapdoor (if 

fitted) 

0 Centre of 

Gravity8 

0 Aileron Control 

Check8 s 

0 ComputerFLIGHfBS 

D ComputerFLIGHf85 

Autopilot Level 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

1. Prop pointing away from operator 

2. Connect batteries 

3. Confirm Correct Locator and Motor Sounds 

4. Move TX roller one roll right to see telemetry values (on DX9 right right 

then click left) 

5. Telemetry showing 12.2 (or greater) volts 

6. Telemetry recording temperature of ESC (place finger on ESC) 

7. Telemetry showing 5.0 volts or greater for avionics 

8. Advance throttle slowly and confirm motor starts turning at approx 15% 

(just above first white bar) 

Check ailerons against wingtip marks. Ensure at same value from previous 

flights 

LEFT RIGHT 

Connected to computer. 

At good height for reception This might be on the ground, on a pole or with 

someone holding it during flight) 

If 868mhz setup, 20m distance may be required between laptop and UAV 

(Note for 868 Long Range Modules a distance of 20m or more may be 

requied between UAV and laptop) 

1. Open PLAN 

2. "LOAD" desired waypoint file (modify as required) 

3. Assess suitability of current route, bearing in mind the upper wind direction. 

4. Check that ERP is close to Datum and desired height. 

5. Assess suitability of ERP position for a parachute landing. 

6. Check the PLAN Settings. Ensure features required are ticked (e.g. 

autolaunch, autoland ... ) 

7. Check autolaunch settings are enabled correctly 

8. Check that Autoland settings are enabled correctly 

9. Check safety radius is correct size for flight . Check route does not extend 

outside of Red Safety Circle 

10. Check correct "Home Altitude" is set, (should be same altitude as the 

route.) 

11. "UPLOAD" to UAV 

12. "CONFIRM" route has been uploaded 

13. Check "INFO" data is correct 

14. Close PLAN 

Camera and gimbal aperture taped over 

Reposition in open position unless flight is without a camera (then position as 

closed). 

On pins (adjust weights accordingly) 

With Tx in Manual and facing front of UAV: 

Move Tx Aileron Stick to right; Left Aileron drops and right aileron rises 

Move Tx Aileron Stick to bottom; Both ailerons rise. 

Open, select correct frequency (ie 2.4 or 868). 

Maximise screen 

Confirm correct map/plan is displayed and all buttons are green except for 

"STAR" (startup) 

With the UAV flat and on its stand, (use a spirit level if necessary), check that 

the horizon in FLIGHT is also flat(+- 3 deg). 

(If not level, the autopilot may have been dislodged in a heavy Iandino and 

22 
Check 

0 START-UP 

Check6 s 

0 Camera Gimbal 

Check6 s 

0 TX Auto Check6 s 

0 Failsafe Check6 

0 Range Check 

(Tx and Locator) B 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

will need repositioning.) 

1. Confirm Sufficient GPS Satellites 

2. Confirm "Startup" is in red on laptop and "Waiting for Startup" has been 

spoken 

3. Move TX Mode switch to Assisted. 

(Note - If the ailerons wiggle -there are insufficient Satellites for lock so wait 

until wiggling stops.) 

4. Move UAV in Pitch axis- when rear of UAV is raised, both ailerons rise. 

(This should be a quick and fast aileron response.) 

5. Move UAV in roll axis- when right wing is dropped right wing aileron 

drops. (note that the right wing will be being held in the left hand). 

6. Confirm camera(s) are triggering correctly 

7. Remove the TX safety key (if fitted) 

8. press and hold the red safety button on Tx, Confirm that the ailerons wiggle 

slowly (once per second) and Confirm and "Safety Mode Waiting" is audible 

from Flight software. 

9. Reinsert TX safety button key (if fitted) 

10. Tx to Manual mode 

11. Confirm Logging (red light flashing) 

12. For WASP routes (NOT GRID routes)- confirm plan has rotated and 

translated. 

Start-up Check Complete. 

1. Tx from Manual to Assisted 

2. Confirm Gimbal moving correctly when UAV is moved in roll 

3. TX from Assisted to Manual 

1. WARNING- PROPELLOR COULD POWER UP IF IT IS FITTED -WARN 

ALL CREW 

2. Confirm that the propeller is the right way round (match the black dots) 

3. Due to the arming system, there should be no power up in auto on the 

ground. But warn crew of the possibility. 

4. Now switch the Tx Mode from Manual to Auto and check Auto appears in 

Flight. 

5. Check motor does not turn. 

6. Return Tx Mode from Auto to Manual 

1. Remove rubber band on throttle. 

2. On TX, position RH control right and down, so that the ailerons deflect to 

an offset position. (Right UP and Left DOWN) 

3. At the same time start the motor at low rpm. 

4. Now switch the TX OFF. 

5. The motor should stop but the ailerons should stay deflected.(Type 2 

Failsafe) 

6. If this is NOT the case then you have the wrong failsafe type set. 

7. Release RH Stick 

8. Replace rubber band on throttle. 

9. Switch TX back on 

1. On Tx, CLICK roller button to get to Function List. 

2. SCROLL to "Range Test", then click roller. 

3. Remove rubber band on throttle 

4. Put throttle at lowest setting for propeller rotation. 

5. Brief assistant to stay at UAV and give hand signals re throttle. 

6. Ensure UAV cannot move whilst propeller is turning 

7. Walk at least 30 paces away from UAV 

23 
• 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

D 

ComputerFLIGHTes 

ERP Check 

Hatches 

Video check 

Lower 

Harnesses 

Launchlines 

Circuit Direction 

Landing Areas 

Aileronses 

Dual Rates5 

Tx Safety BriefS 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

8. Ensure Tx aerial is pointing to the sky and you are facing UAV 

9. Press trainer button to reduce power (black button on Tx) 

10. Confirm that "Reduced Power'' is shown on the TX 

ensure that motor does NOT cut out (do not fly if it does) 

11. With check complete reduce throttle to zero. 

12. Assistant should indicate motor has stopped 

13. Place rubber band on throttle. 

14. Return TX function menu to normal. 

15. Return to aircraft 

HEIGHT- Check indicated height reading is ±10ft. 

HEADING- Check indicated heading is ±20 degrees of UAV actual heading 

SPEED- Confirm reading is± 1 Okts taking into account wind strength. Place 

finger over end of pitot tube and press gently. Confirm reading increases. 

VIBRATION -with propellor firmly attached select 50% throttle and watch the 

Artificial Horizon and UAV Indicator for signs of vibration. For more than 20 

deg change with either Artificial Horizon or Change in Direction of UAV 

Indicator, solve the issue before flying. 

ARM BUTTON -Check the word SAFE is showing. 

Confirm that neither the ERP nor Waypoint 1 is blue (ie activated, preventing 

an autolaunch). (If either is blue, disconnect the flight battery, reconnect, do 

the Start-Up Check and continue with the next checks ( ie Hatch)) 

Confirm tape in place tape across camera bay to prevent camera ejection 

during parachute deployment. 

Closed with wires tidy inside. 

Confirm if someone can take a video of the launch for post analysis. 

Confirm lower harness held back by elastic and will not swing into sight of 

camera during flight 

Confirm still into wind. Move if required. 

Pilot briefs crew on expected take off route and routing of UAV 

Pilot briefs crew on expected type of landing and location of landing 

1. Check trims and values against Wingtip marks, 

2. Confirm movement of ailerons with TX 

As required (normally both in up position, but you should know your best 

settings} 

Brief- Instruct that Tx will be switched to AUTO mode and that the aircraft is 

waiting to for acceleration detection and to be armed. 

Move to Take off Location and HOOKUP 

24 
• 

Ensure Rear Launch Line will not snag during pullback or when released 

D 

D 

D 

D 

D 

D 

Pilot I Launcher 

Commander (or 

pilot if required) 

Pilot/Launcher 

Pilot 

All crew 

TXMode 

Switchs 

Launcher 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Hook up and tension, take two paces back and wait, 

ensure rear launch line has not snagged 

Click the launch symbol in Flight and ensure ARMED is displayed 

1. Ensure rear line cannot snag or accidentally or be stood on 

2. Continue to move back and tension harness until correct stretch is 

obtained 

3. Once in place, move no further back 

1. Rubber band off throttle 

2. Safety button key removed 

1. Other Air Traffic Noted 

2. Take a few seconds of silence. 

3. 360 degree check. 

4. Final Go/NO GO decision 

Switch to AUTO (motor should not power up- if it does switch back to 

Manual and solve issue) 

Countdown - 3 - 2 - 1 and Launch with a positive forward and upward 

movement 

25 
• 

ON ROUTE CHECKS 

Navigation Know where the aircraft is on its route and what the next 

expected behaviour will be. 

Use FLIGHT voice to confirm that eve_rything is going to plan 

Telemetry Commander I Spotter keep an eye on Pilots telemetry for 

voltages below 10.9 volts. Return to land at no less than 10.6 

volts. 

PRE LANDING CHECKLIST (conducted after last imaging leg) 

Trapdoor Closed if required 

Wind Assessed for landing_ 

Landing Intentions Call Intentions to Crew 

Safety Intentions if landing needs to be aborted (eg "Safety Button") 

POST FLIGHT CHECKLIST 

Aircraft Power 

TX 

Camera 

Return to operations location 

Camera 

LiPo 

Internal Visual 

External Visual 

Trims 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Off 

Off 

Off 

Remove SD card & store safely 

Reload new SD card 

Replace in UAV 

Remove used LiPo, 

Replace with charged LiPo 

Check 

Check 

Note positions 

26 
' . 

RETURN TO BASE CHECKS 

Propel! or Loosened 

Shadow Board Return all kit to shadow board 

Note items missing, needing repair, or extra items required for 

future flights 

Airframe Full airframe check 

Note what needs to be repaired 

Prepare for storage 

Batteries On Charg_e. Note how much MAH batteries have 

Camera Check condition, battery on charge 

Debrief Complete Crew Debrief (see below) 

FLIGHT DEBRIEF 

To be completed at the end of the day, after that shadow board has been repopulated, after batteries 

have been put on charge and before UAV maintenance. 

Assign Note-taker Notes to board I notebook 

Systematic Debrief: 

Preparation 

Route out 

Setup and Pre Flights 

Flights- Pilot Debrief 

Flights- Commander Debrief 

Return to Base 

Equipment Shortages listed. To shadow board? 

UAV Repairs Noted and assessed. 

Crew Cooperation How did this work? What is there to learn? 

Data Ca_pJure Information on the camera settings, flight conditions and data quality 

Major Risks Analysis 

Follow Up Actions 

Log Books 

Flight Report 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

Identification of new risks that need to be recorded. 

Documentation, maintenance and repairs, next flight. 

Updated 

To authorizer (and emailed to QuestUAV if requested) 

27 
i ~ • 

Log Book 

and 

Record of Training 

For UAV Pilot/Commander 

© QuestUAV Ltd 2013 
• 

TRAINING and CERTIFICATION SUMMARY 

Completed QuestUAV Pre Training Preparation 

Completed Manufacturer Training 

Completed Pilot Training 

Completed Commander Training 

Attained QuestUAV 200/300 BASIC Competency 

Attained QuestUAV 200/300 OPERATIONAL Competency 

Attained BNUC/RPAS Certification 

RECORD OF TRAINING ON UAV TYPE: 

Type: I Date: I Sig: 

Notes 

Type: I Date: I Sig: 

Notes 

Type: I Date: I Sig: 

Notes 

© QuestUAV Ltd 2013 
• 

QUESTUAV MANUFACTURER TRAINING 

The named person has received training in the following ground based subjects: 

Introduction to UAV Flying 

0 Flight Safety, Prop & Launch line Awareness 

0 Flight Roles- Pilot, Commander, Spotter, Cameras etc 

0 Legal 

0 Training and Currency 

0 Basic Aerodynamics 

0 Meteorology and Wind 

QuestUAV 

0 QuestUAV Airframe 

0 QuestUAV PreFlight Walkround 

Ground Procedures 

0 Support Site, Bulletins 

0 Flying Checklists, Important Notes, Troubleshooting 

0 Base Checks 

0 Risk Assessment 

0 Preparing the flight area 

0 Setting out a Launch Line 

0 "Plan" and Flight Planning 

0 AutoLaunch and AutoLand settings 

0 Flight" and Flight Management 

0 Camera Care and Operation 

0 Parachute Care and Operation 

0 Transmitter Operation and Care 

Flying Procedures 

0 Pre Flight Checks 

0 Flight Modes 

0 Launching and Landing 

Post Flight Procedures 

0 Maintenance, Battery Management, Charging and Safety 

0 Pre and Post flight Documentation 

The named person has completed each of the following phases: 

0 Pre Training Preparation and Reading 

0 Manufacturers Ground Training 

0 Flight preparation Checks from Base Checks to launch hookup 

© QuestUAV Ltd 2013 

QuestUAV Stamp 
• 

QUESTUAV PILOT TRAINING 

The named Pilot has received training in the following subjects: 

Land based Remote Control Competency 

D Orientation training 

D Figure eights, ovals, simulated take off and land 

D Competency check and pass to next stage 

Simulator Competency 

D landing 

D distant turning 

D Fixed perspective approaches 

D Use of Dual Rates 

D Competency check and pass to next stage 

QuestUAV Trainer 

D Launch using Autolaunch 

D Assisted Flight (fly by wire) 

D Return to loiter 

D Safety Circle Infringement 

D Landing and overshoot 

D Autoland 

D Parachute Landing 

D Competency check and pass to next stage 

QuestUAV 200/300 Training 

D Route Upload to UAV 

D Camera Checks 

D Launch, Land, Overshoot, Divert, Loiter, Safety Circle 

D Failsafes and Return to Home 

D Route observation and general flight awareness 

D Assisted and Auto Modes offlight 

D Stall awareness in Manual Mode 

The named person has completed each of the following phases: 

D Land based Remote Control Competency 

D Simulator Competency 

D QuestUAV Trainer Competency 

D QuestUAV 200/300 Competency 

© QuestUAV Ltd 2013 

QuestUAV Stamp 
• 

QUESTUAV COMMANDER TRAINING 

The named Commander has received training in the following subjects: 

UAV and flight preparation 

D Equipment prep (inc all Batteries Charged) 

D Shadow board 

D Confirmation of Firmware and latest Checklists 

D Flight Planning Assistance 

D Prep of Plan for upload 

Flying site general administration 

D Site supervision 

D Site Risk Assessment (with Pilot) 

D General Flight Safety 

D Battery status & temps 

D Launch line layout 

D Assistance during Range checks 

D Flight Status lights 

D Pre Launch Pitot, Heading and Height checks 

Pilot assistance and UAV control during flight 

D Hookup , Arm, Launch 

D Lookout I Hearout 

D Running Flight Dialogue to Pilot 

D Waypoint redirection, ERP, Loiter, Home 

D Adjustment of Height, Speed, Direction 

D Management of Distractions & Flight Safety 

Post flight management and Data Administration 

D Supervising recovery procedure/plan 

D Site clearance 

D Quarantine of Data cards 

D Brief overview of Photoscan I Pix4D 

The named person has completed each of the following phases: 

D Preparation of the UAV and equipment at base 

D Flying Site General Administration 

D Pilot Assistance and UAV control during flight 

D Post flight management and Data Administration 

© QuestUAV Ltd 2013 

QuestUAV Stamp 
RECOMMENDED 

• 

MINIMUM MONTHLY CURRENCY (approx 10 hours per month) 

Ground School Time 

Date Hrs 

Access Support Site 

Read Manuals 

Improve Own Documentation 

Workflow Improvements 

General UAV/RPAS Knowledge & research 

UAV Maintenance 

Simulator Time (Pilots) 

11 hour per month I Date I Hrs 

Dummy Runs (Outdoor Prep and full setup & checks, no launch or flights) 

I min 2 hours per month- whole team I Date I Hrs 

UAV Flights 

Mins Launches 

Good Currency = 20 mins per month 

Good Currency= 3 launches per month 

© QuestUAV Ltd 2013 
• 

RECORD OF FLYING TIME 

Date Location/Task /Notes Pilot Hrs Com'der Hrs Landings 

Total Total Total 

B/F Pilot B/F Com'der B/F Land 

C/F C/F C/F 

BF- Brought Forward totals (from prev sheet) CF- earned Forward Totals (to next sheet) 

© QuestUAV Ltd 2013 
• 

RECORD OF FLYING TIME 

Date Location/Task /Notes Pilot Hrs Com'der Hrs Landings 

Total Total Total 

B/F Pilot B/F Com'der B/F Land 

C/F C/F C/F 

BF = Brought Forward totals (from prev sheet) CF =earned Forward Totals (to next sheet) 

© QuestUAV Ltd 2013 
RECORD 

• 

OF FLYING TIME 

Date Location/Task /Notes Pilot Hrs Com'der Hrs Landings 

Total Total Total 

B/F Pilot B/F Com'der B/F Land 

C/F C/F C/F 

BF- Brought Forward totals (from prev sheet) CF- earned Forward Totals (to next sheet) 

© QuestUAV Ltd 2013 
QuestUAV Pre-Training Work Package 

Lead delegate/student- please save print copy of this document and keep safely. You will be 

required to email it when requested to QuestUAV prior to training. You will also be required to 

bring it along with you to training as evidence of work completed. 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975- VAT: 126 6450 20 
Work Package 1: Training Preparation 

Time: 1 Hour 

Required: Access to the internet and MS Word 

Get the login for your own Support account 

Log into the Support Website 

Print out this document for written copy of 

progress 

Find and read Guide article. "About QuestUAV 

Documentation" on the Support Website 

Read the most recent Bulletin on the Support 

Website 

LEAD DELEGATE -Access accommodation and 

"find us" details from Support Website 

Read the booklet "Guide to Fixed Wing 

Operations". Ensure you have a good 

understanding of Flight Safety and the general 

requirements of fixed wing UAV operations. 

LEAD DELEGATE if you are on a foreign training 

course, then also read the Article under 

"Training" titled "International Schedule". 

Work Package 1 Complete 

Your Notes 

0 Dell 0 Del2 0 Del3 0 Del4 

0 Dell D Del2 0 Del3 0 Del4 

0 Dell 

0 Dell 0 Del2 0 Del3 0 Del4 

0 Dell 0 Del2 0 Del3 0 Del4 

0 Dell 

D Dell 0 Del2 0 Del3 0 Del4 

0 Dell 

0 Dell 0 Del2 0 Del3 0 Del4 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King· Companies House: 7761975- VAT: 126 6450 20 
Work Package 2: Preparation of your own facilities. 

Time: 10 hours spread over 1 to 2 weeks 

Almost every delegate fails to recognize the importance 

of this this Work Package. If you return home after 

training and have nowhere suitable to train, 

demonstrate and maintain your equipment, then your 

progress will suffer, badly. Instead, try and do this Work 

Package carefully and spend time preparing for your 

operations that will happen after training. 

Re-read the chapter from the "Fixed Wing Operations" 0 Dell 0 Del2 0 Del3 0 Del4 

booklet entitled "Choosing a Good Training Site" 

This will give you an understanding of what is REALLY 

required for a good training site. Lots of space, no 

obstructions, few trees etc. 

Now find a suitable site, or sites, that will be good for 0 Dell 0 Del2 0 Del3 0 Del4 

different seasons and weather conditions. Survey the 

site and use the "48 Hour Site Risk Assessment" in the 

"Flying Checklists" (on the Support website) to help 

decide whether a site is suitable or not. 

You will need to prepare your premises for maintenance 0 Dell 0 Del2 0 Del3 0 Del4 

operations, base checks and documentation. Part of our 

recommendation is the design of a shadow board. Read 

the second part of the Article "preparation for Foreign 

training"; there is a tool list there that will be needed for 

effective maintenance. Discuss this requirement with 

your team. 

Locate "Setup Examples" in the Pre-Reading section the 0 Dell 0 Del2 0 Del3 0 Del4 

Support Website. In this is a series of pictures to help 

you with your base setup. The maintenance area, using a 

vehicle for transport, setup at the field, use of the 

rugged box, tents/gazebos etc. 

LEAD DELEGATE. Prepare your operation by buying or D Dell 

sourcing the recommended tools. 

LEAD DELEGATE. Prepare a plan that will layout how 0 Dell 

your maintenance operations will happen and what 

rooms will be used. Discuss this with the team. 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975- VAT: 126 6450 20 
LEAD DELEGATE. Formulate a plan as to how all your D Dell 

equipment will be transported from base to training or 

operating sites. Having this well thought out can save 

many hours during the live training phase. 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975- VAT: 126 6450 20 
Work Package 3; Flying Checklists and Manuals 

Time: 3 hours 

It is important that you have a good understanding of 

the Flying Checklists before you turn up for training. 

The Flying Checklists are the last minute, up-to-date 

procedures for operating your UAV. They are regularly 

updated as new information becomes available. 

There are many sections to the Flying Checklists and 

each has its role in ensuring that your whole flying 

operations will be safe and successful. The checklists 

take you through all the stages of an operation from 

flight planning and safety assessment, right through to 

take of and after flight checks. There is also a 

troubleshooting guide at the back. 

Whilst you might not have a QuestUAV to refer to, it is 

still important to understand the purpose of each 

section of the checklist. During flying training you will go 

through the "Pre Flight Checks" over and over again. So 

the sooner you become accustomed to them the better. 

Locate, print and read the latest edition of the "Flying D Dell D Del2 D Del3 D Del4 

Checklists" 

Locate, print and read the "QuestUAV Aircraft Manual D Dell D Del2 D Del3 D Del4 

V2.0". 

Locate, print and read the "Pilot and Commander D Dell D Del2 D Del3 D Del4 

Logbook" You will be using this as a record of training 

during your training with QuestUAV and as a ongoing 

record of your flying hours. 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975- VAT: 126 6450 20 
Work Package 4; Online Maintenance Assets & UAV Maintenance 

Time: 30 mins 

Once again access the Support Website and under the 

"Support" section locate the following: 

BULLETINS. Read this document. It holds the most 0 Dell 0 Del2 0 Del3 0 Del4 

recent information on maintenance and general 

procedures. It also shares advice on the most common 

mistakes made by new users. 

MAINTENANCE VIDEOS. Access and view the following 0 Dell 0 Del2 0 Del3 0 Del4 

Maintenance Videos on QuestUAV TV. Note that as of 

the date of writing this not all videos are on the support 

website. The whole list is on the YOUTUBE website 

under QuestUAV TV. The simplest way to get to this 

channel is to type into your browser 

"Nigel King QuestUAV TV Channel" 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975 -VAT: 126 6450 20 
... 

Work Package 5: Flight Planning 

Time: 2 Hours 

Being able to create the correct flight plans for a flight is 0 Dell 0 Del2 0 Del3 0 Del4 

essential. It is important to remember that a UAV will 

not do what you want it to do, but it will do what you 

program it to do! 

There are three methods offlight planning (WASP, Point 

and Click, and GRID) and you will need to have an 

understanding of each before you start training. 

On the support website, locate "Manuals- Plan" and 0 Dell 0 Del2 0 Del3 0 Del4 

read it. You will do some exercises soon using this 

program. 

On the support website locate "Flight Planning: Scripts- 0 Dell 0 Del2 0 Del3 0 Del4 

How to and Why to Change" 

Watch the flight Planning videos located in "Flight 0 Dell 0 Del2 0 Del3 0 Del4 

Planning- Flight Planning Videos" 

If you have your UAV equipment, including a QuestUAV 0 Dell 0 Del2 0 Del3 0 Del4 

laptop, find "SCPian" on the desktop. Ensure you have a 

good internet connection and attempt completing a 

"Point and Click" flight plan for you location in the world. 

When complete, then attempt a "GRID" flightplan. 

Copyright© QuestUAV 2014 Registered address: QUEST UAV Ltd 

www.questuav.com Unit 7b, Coquetdale Enterprise Park, 

sUAV design and manufacture Amble, Northumberland, NE65 OPE 

Director: Nigel King- Companies House: 7761975- VAT: 126 6450 20 
TROUBLESHOOTING GUIDE 

Transmitter Problems 

"Temperature Warning" with UAV on 

ground 

Unusual Sounds 

"Temperature Warning" during flight 

Intermittent high pitched BEEP during 

flight 

The Warning "Low Temperature -17" 

appears on screen 

Logger Problems: 

There is no red light when power is 

switched on. 

OR The red light doesn't flash after 

Startup_ Checks 

Motor or Propellor Problems 

The Motor does not beep after 

connection to the batteries 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

1. SOLVE IMMEDIATELY. 

2. Reduce throttle to ZERO 

3. Switch Mode to Manual 

4. Disconnect batteries 

5. Lift ESC from UAV to prevent melting if it has 

become hot 

6. Prepare to do investigation and replace ESC if 

necessary. 

- The transmitter has been inactive for 10 minutes 

- If sound is combined with "Temperature 

Warning" the Esc is starting to overheat. See 

below 

- The ESC is getting too hot, probably because of 

the following reasons: 

0 Too long or demanding a climb 

0 Hot day, direct radiation on ESC 

0 Lack of cooling air to Esc 

- Solution: Land and rectify the problem. 

- Most likely because the ESC temperature is 

rising but not long enough for the warning to 

become steady. Watch the TX screen for 

confirmation. Land and solve. 

- The lead from the ESC temp sensor has 

become detached or broken. Trace the lead and 

reattach or contact QuestUAV for assistance. 

- The card is not fully pressed in. 

- The Card is not formatted 

- The Card is in Read-only mode 

Note: to format a card type the following command into 

the GCS script line: 

Payload[O].send bytes4 

- The correct bind has not happened with the 

Transmitter 

0 Check that the Tx is on 

0 Confirm the correct model is selected in 

the Tx 

0 Check the transmitter battery is charged 

0 Confirm the satellite receiver is 

28 
. ':) 

The motor gives a "Click, Click" 

sound and does not rotate properly 

There seems to be a lot of vibration 

when the motor is powered up 

Propeller pushes air the wrong way 

Propeller produces less than the 

normal power. Motor seems to be at 

full power all the time but climbs very 

slowly, if at all. 

Motor does not start until 50% 

The ESC has a bad smell I to it 

AILERON PROBLEMS 

Ailerons move very slowly during 

Startup Check 

The calibration values have changed 

One aileron doesn't respond, but the 

other does (correctly) 

Ailerons "Flutter" during startup 

checks 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

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connected correctly (normally on left wing 

so will need left wing attached) 

If a new set of wings have been attached, or a 

new wing receiver is used a rebind process will 

be required. 

A lead from the ESC to the motor is not 

connected properly. 

The ESC is damaged, requiring replacement. 

Check the propeller for damage. 

Check the motor shaft for damage. 

Motor is reversed - change any two leads 

around between ESC and Motor 

Pusher propeller has been attached - change 

any two leads around between ESC and Motor 

Propeller is on back to front. Remove and 

reverse orientation of propeller (do not change 

and leads) 

Contact QuestUAV. Motor has remapped. 

Could be Autopilot problem. 

The ESC has been damaged. Change with a 

new one 

The Startup checks have NOT been done 

correctly. Assisted mode will have been 

selected more than once since battery 

connection. 

Solution: do the Startup checks correctly 

according to the Flying Checklists. 

Check Tx Trim positions. They should be 

central. 

Confirm that the correct wings are fitted. 

Confirm that the servos are not loose in their 

housings in the wing 

Confirm that the servos have not stripped gears 

after a heavy landing 

Check integrity of connection/rod/clevis/ 

between servo and aileron 

Confirm that the Aileron horn has not been 

damaged I is not loose. 

Servo or Servo wiring problem -generally a 

wrong connection has been made . 

Check servo connections at wing root. 

Insufficient GPS Satellites. Wait or take UAV 

outside. 

"Abnormal Magnetic field" sensed. Take UAV 

29 
During Failsafe Check, Ailerons 

return to original positions 

LAUNCHING PROBLEMS 

The motor powers up when on the 

ground in Auto 

The UAV motor powers up but does 

not get enough power to get airborne 

and lands almost immediately 

(Note - remember to switch to 

Manual and throttle to zero under 

such situations) 

The UAV rapidly rolls in one direction 

and crashes 

The launch appears too low for safe 

operations and has trouble clearing 

obstacles en route. 

LANDING PROBLEMS 

The UAV does not land and powers 

up and climbs instead 

The landing approach seems high, 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

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outside or move to a different location. 

Wrong bind set. This will cause UAV to loose 

power and direction if connection to TX is lost at 

range. Refer to the QuestUAV manual for 

instructions. If in doubt contact QuestUAV. 

(More detailed description below) 

You have not set a trigger for a launch. 

E.g. an acceleration force of 1.7g 

Check plan for launch triggers 

in light winds use more extension backwards of 

the launch line 

Is the propeller on the right way round? 

Is the propeller tight or loose? 

Use height by getting the launcher to stand on 

something that will allow him a better upward 

trajectory with the UAV 

Confirm that the launch direction is not towards 

rising ground 

The rear launch line may have snagged during 

launch, giving an underpowered launch. Check 

the launch video and correct. 

Confirm that the technique of the launcher is 

good (see QuestUAV Videos of Launch) 

The wind direction may have changed causing a 

stall of one wing. Solution: assess the wind 

better before take off and move the launch line if 

necessary 

An aileron has not been connected correctly 

causing a complete servo failure. Solution: do 

the pre-flights checks correctly: there are three 

separate checks in the process to confirm 

correct connections. 

A bad launch. Check the launch video and learn 

from it. 

The take off route may be over rising ground. 

Solution 1: Move to a better site 

Solution 2: Wait for stronger wind (this will allow 

a steeper climb-out angle) 

The script angle may be too low. 

The UAV has reached its final waypoint without 

the pilot intervening and is now routing to the 

datum. Solution: commence a landing circuit 

again and switch to Assisted just before landing. 

The second last waypoint is too close to the 

30 
overshoots the pilot and the UAV landing point. Solution: move it further away 

does not seem to want to land from the landing area. 

(landing in Autoland) - The second last waypoint is tqo high. Consider 

lowering it. 

- The ground that the UAV is attempting to land 

on is sloping ground with the UAV coming from 

high ground to low ground. 

0 Solution 1: consider a crosswind landing. 

0 Solution 2: consider a circling landing 

overhead the landing point. 

0 Solution 3: Consider parachute equipped 

landings if this is a regular problem 

NAVIGATION PROBLEMS 

UAV turns wrong way at Waypoint - High wind causing UAV to need large heading 

corrections 

- Poor planning with legs not across wind 

- Incorrect use of "SKIP WAYPOINT" 

- Incorrect settings in Script (Unlikley) 

Poor Navigation, UAVorbits waypoint - Poor planning with waypoints too close together 

unexpectedly - High Wind causing high downwind speeds, 

making UAV miss waypoints 

COMPUTER- FLIGHT and PLAN PROBLEMS 

WASP Routes - waypoints route 

disappears after startup check 

WASP Routes - no longer orientated 

to heading of UAV after Startup 

checks 

WASP Routes - route no longer 

starts at UAV position and is 

displaced 

WASP Routes - route rotates 

correctly but does not move 

FLIGHT - right hand window is blank 

(no grid, no route, no map) 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

- The route is still there. Zoom out to find it and 

then move it and zoom in again. 

- Most likely the original WASP route has been 

rotated from North as take off heading 

- Most likely the original WASP route has been 

moved (translated) from original datum. 

- The script requires a delay set into it 

- Open the script for the route (in PLAN) 

Add "script.wait_ms 400'' after the "script. echo f" line 

near the top of the script. So the first few script lines 

should look something like: 

# SCPLAN DATUM START 

# SCPLAN DATUM END 

script. echo f 

script.wait_ms 400 

trigger.echo f 

- ... etc .... 

- Flight is looking in the wrong hard-drive folder 

for the route. In flight: 

0 Right click 

31 
Heading wanders when power is 

applied during Pre-Flight Checks 

No GPS satellites being received 

Poor satellite reception outdoors 

CAMERA PROBLEMS 

Blurred Images 

Images have black sides 

More logger points than images 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

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0 Click "application settings" 

0 Click "Plan Directories" 

0 Click the plus sign 

0 Find the right folder where the route is 

0 Include subdirectories 

0 Click OK. Click OK. 

There are power cables too close to the 

autopilot magnetometer. Contact QuestUAV for 

guidance 

Poor Indoor coverage. Solution: move outdoors 

New Location or new country of operation. 

Satellites take up to 30 minutes to lock. 

Solution: wait. 

UAV has not been operated for 30 days. 

Solution: wait. 

Antennae problem. Solution: Flight will indicate 

wiring failure. If fault is wiring then check 

tightness of GPS lead connection to autopilot. If 

this is not the case, the aerial may be faulty. 

Contact QuestUAV. 

Check weather. Thick cloud can reduce 

reception. 

Degradation in Antenna or lead. Solution: 

replace with new antenna and check 

performance. 

Check the shutter speed of the camera, it 

should be at least 1/800 

Gimbal is not seated correctly and the camera is 

imaging parts of the aircraft floor. Ensure the 

gimbal is fully pushed towards the floor plate. 

The camera has not been secured for the flight 

and has moved during takeoff. Ensure the 

camera is securely_ in the correct ()lace 

The plan is asking the camera to trigger too 

quickly and the camera cannot keep up. Ensure 

the trigger is set to 2 seconds or above. 

32 
FAILSAFE BEHAVIOUR 

UAV BEHAVIOUR IN TYPE 2 FAILSAFE with AUTO THROTTLE (Standard/Default setting). 

In Auto (Mode 2) If the UAVenters a failsafe in nothing will happen. 

In Assisted (Mode 1) it will continue on its selected flight path but with the motor off, as if in a glide to 

land. You will have no control over it. If it reaches the Safety Circle during this flight path (unlikely), it will 

power up and safely be returned to the ERP. If it fails to reach to Safety Circle it will land. The severity 

of a turn that it will freeze in will be minor. 

In Manual (Mode 0) the UAV will enter a turn of unknown radius or severity (last behaviour) but may 

well come back into range within 30 seconds. If not it will land, powered off. The severity of a turn that 

it will freeze could be anything from level to a rapid, descending turn. 

UAV BEHAVIOUR IN TYPE 2 FAILSAFE with MANUAL THROTTLE (must be pre-selected by 

crew). 

In Auto (Mode 2) If the UAV enters a failsafe the UAV will try to continue navigating but will be unable 

to maintain height, as the motor will cut. This might enter a stall situation. This situation could be 

dangerous. There might be a warning of this situation developing where the UAV will enter a 'Hold" 

(where the motor cuts for a second). If this happens, land as soon as possible and solve the issue prior 

to relaunching. 

In Assisted (Mode 1) it will continue on its selected flight path but with the motor off as if in a glide to 

land. 

In Manual (Mode 0) the UAV will enter a turn of unknown radius or severity (last behaviour) but may 

well come back into range within 30 seconds. If not it will land, powered off. 

Note that when testing the failsafes, simply switching the transmitter off does not exactly replicate the 

failsafe scenario. It is best to use the checks listed previously, combining a low power range check, 

shielding the aerial and also completing a transmitter-off check. 

EXTENDED VLOS CHECKS 

These checks are the extra checks to ensure that Operations at Extended 

VLOS are conducted as safely as possible. These check are in addition to 

the standard checks. 

Flight Planning Confirm - can Ext VLOS be safely 

conducted at this site? 

What extra considerations might be 

required (radios, extra crew, weather 

etc). 

Where might extra spotters be 

required? 

Flight Routing Examine implications of exit from route 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

to ERP from any point on route. Aim for 

ERP at 400ft, with intermediate heights 

33 
Primary Crew 

Additional Crew 

Weather 

Range Check 

Battery 

Modems 

GPS Satellites 

En Route Checks 

Notes for In-Flight Tuning 

Ki = aggression - raising increases effectiveness 

Kd = oil - lower increases effectiveness 

Do elevation first with throttle manual Ki Kd 

Do throttle next with elevation throttle Ki Kd 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

as required to ensure ground 

clearance. 

Avoid downwind turns at or close to full 

range, especially towards end of flight. 

Minimum of Pilot, GCS Commander 

and Spotter located at Operations Site. 

Crew briefed on specific task (refer to 

Ops manual). 

Crew experienced in ext VLOS 

Briefed -location, safety, comms, 

timings, flightpath 

Visibility must be greater than 5k and 

cloudbase a minimum of 500ft above 

highest proposed flight altitude. No rain 

within 5km. Max windspeed 15mph. 

Beware of (orographic) clouds forming 

with short notice on rising ground. 

Confirm full range check completed in 

previous 7 days ( 1. 5km) 

Confirm 12.3V or greater on Tx 

telemet_ry 

Confirm 868 modules fitted 

Confirm good coverage throughout 

flight. 

See Ops Manual for specific en route 

checks for crew. 

34 
For enquiries regarding this document contact the manufacturer. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

QuestUAV Ltd 

Unit Sa 

Coquetdale Enterprise Park 

Amble 

Northumberland 

NE65 OJS 

Tel 07545 695980 

35 
DISCLAIMER 

QuestUAV Ltd accepts no responsibility for damage, accidents or incidents 

arising out of the actions, negligent or otherwise, of QuestUAV aircraft 

operators. 

This document is for guidance only and does not constitute an authority on 

the use or operation of a QuestUAV aircraft or system, or any other sUAV 

system. Expressly, QuestUAV Ltd does not accept responsibility for 

inclusion of wrong checks, exclusion of checks or incorrect sequencing of 

checks. 

SUAV/SUSAISUA operators are strongly recommended to seek 

professional training, such as the BNUC certificate from EuroUSC. 

Membership of the BMFA is also recommended for pilots, even though the 

insurance offered by the BMFA is likely to be invalid if undertaking 

anything other than recreational flying. 

SAFETY 

QuestUAV AIRCRAFT ARE NOT TOYS 

QuestUAV AIRCRAFT MUST ONLY BE OPERATED BY A COMPENTENT 

PERSON WITH RADIO CONTROL (RC) EXPERIENCE AND WITH 

REFERENCE TO THE LATEST MANUALS AND LATEST FLYING 

CHECKLISTS. OPERATING STAFF MUST HAVE RECEIVED 

MANUFACTURERS TRAINING AND A QUESTUAV SAFETY BRIEF AS A 

MINIMUM BEFORE FLYING. 

THE PROPELLOR OF QuestUAV AIRCRAFT CAN AND WILL POWER UP 

INSTANTANEOUSLY UNDER CERTAIN CURCUMSTANCES 

THE PROPELLOR OF QuestUAV AIRCRAFT CAN CAUSE SERIOUS INJURY 

IF POWERED UP UNDER THE WRONG CIRCUMSTANCES. THE 

PROPELLOR IS POWERFUL ENOUGH TO INFLICT DEEP TISSUE INJURIES 

AND EVEN REMOVE FINGERS. 

QuestUAV AIRCRAFT USE LITHIUM POLYMER BATTERIES THAT MUST 

ONLY BE USED, AND CHARGED, IN ACCORDANCE WITH THE 

MANUFACTURER'S INSTRUCTIONS. 

©Copyright QuestUAV Ltd 2012 No part of this document may be copied or reprinted in any format without the express permission 

of QuestUAV Ltd. 

Issue v29 June 2015 

© QuestUAV Ltd 2015 

36