1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

SOLO UAS Pilots Operating Handbook V1.0

0 

# SOLO UAS

Operations Manua l1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

1 

## M3 Consulting Group, LLC

M3 Consulting Group was founded in 2012 in and is dedicated to working as a Prime and

Subcontractor with diverse Federal and State agencies. M3 provides expertise in Professional,

Scientific, and Technical Services (NAICS Code: 541), Data Processing, Hosting and Related Services

(NAICS Code: 518 & 518210), as well as Research and Development in Biotechnology (NAICS Code:

54 1711). In addition to these areas of expertise, M3 has diverse military and academic experience in

the areas of Intelligence/Intel analytics, digital information/data management, computer science,

mechanical engineering and electrical engineering. M3 Consu lting group LLC, is a veteran and minority

owned partnership based in Dayton, OH.



## Mission Statement

M3 Consulting Group is dedicated to providing its clients with the highest level of subject matter

expertise in the areas of Engineering, including the development of Unmanned Aircraft Systems. The

mission of M3 Consulting Group is to provide quality consulting work from the initial proof of concept

of a new technology through the development and eventual implementation of the technology.

Revision Ta ble1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

2 

### Contents

SECTION 1: GENERAL

................................ ................................ ................................ ................................ ................................ 4

SECTION 2: LIMITATIO NS

................................ ................................ ................................ ................................ ....................... 5

E XTERNAL L OAD L IMITATIONS

................................ ................................ ................................ ................................ ...................... 5

M OTOR L IMITATIONS

................................ ................................ ................................ ................................ ................................ ..... 5

E NDURANCE L IMITATIONS

................................ ................................ ................................ ................................ ............................. 5

V ISIBILITY L IMITATIONS

................................ ................................ ................................ ................................ ................................ 5

W EATHER L IMITATIONS

................................ ................................ ................................ ................................ ................................ 5

M ANEUVERING L IMITATIONS

................................ ................................ ................................ ................................ ......................... 5

GPS LIMITATIONS

................................ ................................ ................................ ................................ ................................ ........... 6

SECTION 3: EMERGENCY PROCEDURES

................................ ................................ ................................ ............................. 6

L AUNCH O PERATIONS

................................ ................................ ................................ ................................ ................................ ..... 6

E NGINE F AILURE

................................ ................................ ................................ ................................ ................................ ............. 7

L OST C OMMUNICATION WITH TH E UAS IN F LIGHT

................................ ................................ ................................ ..................... 7

R ECOVERY O PERATIONS

................................ ................................ ................................ ................................ ................................ 7

L OST C OMMUNICATION BETWEEN PIC AND O BSERVER

................................ ................................ ................................ .............. 8

E RRATIC C ONTROL IN F LIGHT

................................ ................................ ................................ ................................ ....................... 8

GPS F AILURE IN F LIGHT

................................ ................................ ................................ ................................ ................................ 8

S IMULTANEOUS GPS AND C OMMUNICATION F AILURE

................................ ................................ ................................ ................ 9

SECTION 4: NORMAL PR OCEDURES

................................ ................................ ................................ ................................ .... 9

A REA S URVEY

................................ ................................ ................................ ................................ ................................ .................. 9

P REFLIGHT

................................ ................................ ................................ ................................ ................................ ...................... 9

L AUNCH P ROCEDURES

................................ ................................ ................................ ................................ ................................ . 10

I N F LIGHT P ROCEDURES

................................ ................................ ................................ ................................ .............................. 10

R ECOVERY P ROCEDURES

................................ ................................ ................................ ................................ ............................. 11

P OST F LIGHT P ROCEDURES

................................ ................................ ................................ ................................ ........................ 11

A IRCRAFT P ERFORMANCE M ETRICS

................................ ................................ ................................ ................................ .......... 12

SECTION 6: WEIGHT AN D BALANCE

................................ ................................ ................................ ................................ . 12

SECTION 7: SYSTEMS D ESCRIPTION

................................ ................................ ................................ ................................ 13

SECTION 8: HANDLING SERVICE AND MAINTENA NCE

................................ ................................ ............................... 15

M AINTENANCE

................................ ................................ ................................ ................................ ................................ .............. 15

SECTION 9: SUPPLEMEN TS

................................ ................................ ................................ ................................ .................. 15

SECTIO N 10: SAFETY TIPS

................................ ................................ ................................ ................................ ................... 151221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

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# This Page is intentionally

Left Blank1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

4 

### Section 1: General

The SOLO UAS is a small UAS (<55 LBS) designed for short duration (20 minute) survey operations

and low payload operations. The UAS has been designed for research, pilot training and commercial

use purposes.

The flig ht characteristics of the SOLO UAS are similar to most small VTOL UAS

. The aircraft has four

small diameter vertical lift rotors. The aircraft is not designed for acrobatic or inverted flight.

The aircraft utilizes the 2.4GHz public use band.

Payloads may differ with the SOLO UAS. The UAS sports a small avionics/payload bay. This payload

bay can serve as a compartment for differing types of sensors and cargo.

The SOLO was designed to operate the GOPRO series of cameras. Alternative cameras are estimated

to be commercially available in the future.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

5 

### Section 2: Limitations

UAS operatio ns in the National Airspace are operating under evolving guidance from the FAA. It is in

the opinion and best operating guidelines of M3CG to comply and evolve with changing FAA guidelines.

No operations shall be permitted or condoned by M3CG, which do n ot comply with the spirit of FAA

guidelines. Even though there may be conflicting levels of legality regarding commercial uses of UAS

in the NAS it is in the best interest of M3CG as of this writing to comply with the FAA requirement of a

COA (certificate of authorization) before any air operations commence.

The SOLO UAS is a small UAS designed for agricultural survey , data collection and aerial spotting use.

No M3CG operation shall be permitted without M3CG trained personnel.

The SOLO UAS does not have See

- and

- Avoid capability. It requires a combination of risk mitigation

procedures to de

- conflict airspace such as observation, NOTAM disclosure and or local ATC de

confliction.



### External Load Limitations

The SOLO UAS can be equipped with external payload modules . These can vary with the payload being

attached . A proper weight and balance will allow safe operation of the UAS when equipped with

external payloads.



### Motor L imitations

The motor shal l not be operated at full power for 5 minutes or more contin uously to avoid over

- heating

of the ESC and motor in certain operating conditions

.



### Endurance L imitations

When planning operations with the SOLO UAS it is M3CG policy to require 5 minutes of reserve power

available after planned cessation of operations.



### Visibility Limitations

The SOLO U AS does not have See

- and

- Avoid capability. It requires a combination of risk mitigation

procedures to de

- conflict airspace such as observation, NOTAM disclosure and or local ATC de

confliction. VMC operations are a requi rement for SOLO Operations and no operation shall commence

without current and forecasted conditions of 3 nautical miles of visibility.



### Weather Limitations

The maximum operational wind l imitation for the aircraft is 15 knots. The maximum cros swind

operating limitation is 15 knots.



### Maneuvering L imitations

The SOLO UAS is designed to operate in a slow and steady manner. A speed limitation of 25 knots shall

be the never exceed speed

.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

6 

### GPS limitations

The SOLO UAS shall only be operated when a suffic ient GPS solution is available to operate the aircraft

via the autopilot. The minimum number of satellites for safe operation is six , if this number is not

reached, the plane will be grounded. GPS availability is a redundant safety built into the SOLO UA S for

risk mitigation procedures . Without GPS

, the SOLO UAS in M3CG ’s judgment cannot operate safely in

the NAS. 3D Robotics has designed the SOLO firmware to prevent use without GPS.



### Section 3: Emergency Procedures

M3CG Safety Policy: The safety of all M3CG employees and associated personnel are of the ut m ost

importance to the company. No operation will take place unless the proper briefings and checklists

have been completed. Any person involved in the planned oper ation may, at any time, stop operations

if they notice a safety concern.



### Launch Operations

In the event of a launch mishap the UAS operator will attempt to clear any person, object or obstruction

which could lead to possible loss of life, limb or eyesight . The most probable mishap that may occur

during the launch phase of flight is engine power loss, failure to clear obstacles concluding with a CFIT

(controlled flight into terrain) event and immediate loss of communication. The risk of a stall during

the launch phase is high especially during a power loss event. The crew will ensure that the launch

area is clear and no personnel are in the vicinity of the flight path of the aircraft before any launch

operations are attempted. The crew will establish an ai rcra ft ditch site before any flight operation.

This site should be located in the vicinity of the launch area and be located within a safe vicinity of

launch location . A preflight survey of the operating area will ensure that a ditch site is established and

any obstructions are noted and briefed in the preflight brief before any flight event.

A loss of communication with the aircraft during the launch phas e will result in a return to the pre

programmed Return to Launch ( RTL ) location via th e autopilot no communication timer . The flight

crew at this point should initiate the emergency lost communication checklist and troubleshooting

procedures. Refer to Section 3, Lost Communications with UAS in Flight.

Prior coordination of emergency procedures is par amount to mitigate risk in a launch failure. Proper

preflight briefings will ensure each crewmember is aware of immediate actions required to mitigate

risks. Checklist usage and proper analysis of the mishap will ensure safe operations during the launch

phase.

Launch Emergency Checklist

1. If in manual control

, point aircraft away from personnel and structures

2. Inform crew of emergency and clear the area for recovery

3. Troubleshoot emergency1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

7 

### Engine Failure

In the event of an inflight engine failure or power loss the operator of the SOLO UAS will follow

preflight planning and attempt to place the aircraft in a predetermined ditch location or

- if conditions

permit

- immediately land the aircraft at the recove ry point. It is in the best interest of the SOLO UAS

program to always mitigate risk to personnel and property even if this leads to aircraft loss. If there is

not sufficient time to clear the recovery location the predetermined ditch locati on is the bes t option.

If the aircraft lacks sufficient altitude to return the aircraft to the ditch location or the recovery location

the operator will make a decision as the PIC of the aircraft and use best judgment to control the

situation and place the aircraft wh ere no harm will come to personnel or property.



### Lost Communication with the UAS in Flight

The SOLO UAS is controlled manually via the transmitter. The PIC of the aircraft will operate the

aircraft with the transmitter during takeoff and landing. In the event of a communication failure via

the transmitter to the aircraft the PIC has the option to switch to autopilot control of the aircraft and

henceforth PIC control via the autopi lot. If the autopilot ever lo ses communication with the aircraft

the aircra ft will return its home location.

The SOLO UAS and the ground station send and receive data packets, referred to as “heartbeats.” These

heartbeats are understood as unique signals from the aircraft to the ground station and visa

- versa. If

communicati ons are lost the SOLO will return to its home location.

If communications are not re

- established with the SOLO the aircraft will return to its Home location

and land.

Lost Communication in Flight Checklist

1. Notice lost communication siren on GCS

. 2. Revert to manual control and regain positive control of the aircraft.

2.1 If positive control is gained; recover the aircraft and trouble shoot autopilot.

2.2 If no manual control proceed to step 3.

3. Trouble shoot GCS and transmitter to regain control of aircraft.

4. Prepare for lost communication auto landing.

4.1 Inform crew of communication problems.

4.2 Notify local ATC if required by agreement.



### Recovery Operations

In the event of a recovery mishap the SOLO UAS operator will always place the safety of personnel and

property in the area paramount to the UAS. The most probable mishap to occur during recovery

operations are engine/power loss, a CFIT event and communication loss with the aircraft.

To mitigat e an engine/power loss and CFIT event the crew of the UAS will have briefed suitable ditch

sites and proper levels of risk to accept when attempting to recover the aircraft in the vicinity of1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

8 personnel and property. The risk of a stall during the recovery phase is high especially during a power

loss event. The crew will ensure that the recovery area is clear and no personnel are in the vicinity of

the flight path of the aircraft before any recovery operations involving power loss are attempted. If

there is not sufficient altitude to return the aircraft to the ditch location or the recovery location the

operator will make a decision as the PIC of the aircraft and use best judgment to control the situation

and place the aircraft where no harm will come to p ersonnel or property.

A loss of communication during the recovery phase will result in the aircraft returning to its home

location . The flight crew at this point should initiate the lost communication checklist a nd

troubleshooting procedures.

Recovery E mergency Checklist

1. If in manual control point the aircraft away from personnel and structures.

2. Inform crew of emergency and prepare for recovery.

3. Troubleshoot emergency.



### Lost C ommuni cation between PIC and Observer

If at any time during flight operations c ommunication is lost between flight crewmembers the PIC will

direct the aircraft back to its RTL location. This is a predetermined point that the crewmembers will

determine prior to any flight operations. This location will factor in any terrain limitati ons and

obstacles and generally be the highest risk mitigation area for the UAS to be operating. If

communications are not re

- established the PIC will use best judgment and decide if operations dictate

ditching the aircraft, attempting recovery operations or continuing t o loiter in the RTL position.



### Erratic Control in F light

If at any time the PIC of the aircraft determines that the aircraft is exhibiting signs of erratic flight it is

the policy of the SOLO UAS program to recover the UAS and perform a post flight check focusing on

the flight control surfaces and communication link with the aircraft. If the aircraft exhibits normal

operation further operations may continue. Make a maintenance ent ry into the aircrafts log book.

A dedicated Pause button immediately brings Solo to a midair halt

- and

- hover so you can regain your

bearings. The GCS color display tells you exactly what’s going on during flight and the controller will

instantly alert you if something goes wrong.



### GPS Failure in Flight

The SOLO U AS is designed to be operated by GPS and or manual flight control by the PIC. If at any time

a GPS solution is lost for the aircraft it shall be M3CG policy to recover the aircraft. Even though GPS

is not required to operate the aircraft the GPS does pro vide risk mitigation measures such as a return

to home and in flight pause . If the GPS were not functional during flight operations and a lost link

ev ent occurred the aircraft would not k now with accuracy where it was at. This is due to the use of

electr onic gyros for location determination. These electronic gyros are not meant to provide precise1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

9 navigation; only rough estimation for a limited time as they are required to be referenced to GPS for

accurate position estimation.

GPS Failure Checklist

1. Noti ce GPS alarm

2. Take manual control of aircraft.

3. Check GPS status.

4. If no GPS solution recover aircraft and troubleshoot.

5. Inform crew of emergency and prepare for recovery.



### Simultaneous GPS and Communication Failure

If GPS and control link with the aircraft is lost subsequently the aircraft and flight crew are in the

worst

- case scenario regarding UAS operations. The aircraft will rely upon dead re c koning using its

onboard electronic gyro sensors and attempt to return to the home location. These gyros are not

capable of continuous accurate operation without updates from an external GPS solution. M3

Consulting group estimates 60 seconds of usable dead reckoning navigation until the aircraft gyros are

effectively not ac curate enough for navigation. During this time the aircraft will not know where its

home is located and have zero input from the flight crew. At this point the aircraft, after both GPS and

communications are lost

, will enter a spin and tumbling to earth. It is imperative that flight operations

are conducted over cleared area s specifically for this possible flight event.



### Section 4: Normal Procedures

Area Survey

A survey of the flight operations area is an integral risk management strategy required for UAS flight

operations. No flight operations shall be allowed without an PIC derived flight survey. The key

elements to a proper flight survey are proximity to per sonnel and property, launch and recovery

obstructions and operating areas; aircraft ditch locations, crew placement and safety concerns.



### Preflight

Any f unctional problems should be found before flight operations commence during the preflight

procedure . A proper preflight inspection followed by function checks is paramount to mitigate flight

risk. If any problems or communication issues are revealed

, flight operations shall not commen ce until

the issue is resolved.

Preflight C hecklist

1. Starting from the no se of the aircraft

, inspect the nose fuselage for damage and maintenance

issues. Ensure free rotation of rotors and not structural cracks or fatigue.

2. Continuing to the starboard fuselag e of the aircraft check integrity and structural integrity of

the fu selage. Check the rotors for movement and stability of the engine mount

. 3. Continuing to the aft section check integrity. Check the battery for proper fit.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

10 4. Continuing to the port side of the aircraft check for structural integrity of the fuselage. Chec k

for rotor movement and stability of the engine mount

. 5. Looking down upon the aircraft check the motor mount for rigidity and any movement. Check

the condition of the rotors and check for any dings or cracks. Look over the fuselage from the

top profile view and check for any damage or cracks.

6. From the underneath check that the payload is armed and the gimbal active. Check the landing

struts for stability.



### Launch Procedur es

Once preflight and prelaunch procedures are completed the aircraft is ready for flight operations. The

PIC shall ensure at this point that all flight notifications have been completed such as NOTAM release

and local ATC and CTAF callouts are made.

P rior to aircraft placement on launch location the ground crew shall have ensured the flight area is

clear and the observer is in position and communications are established between PIC and observer.

Once the area is clear and callouts are made the aircraf t is cleared to be placed on the launch area.

Once established at the launch location the PIC shall enquire to the observer the status of the flight

area. The observer shall state, “F light area clear, clear for launch.” The PIC at this point is clear to

launch the aircraft. The PIC will apply power to the motor and takeoff on launch heading. Once a

minimum safe altitude is reach the PIC may turn the aircraft and proceed to flight operations area

while trimming the aircraft for inflight operations.

L aunch Checklist

1. Ensure all flight notifications are filed; crew is briefed and if needed radio callouts made.

2. Place on launch area.

3. Enquire status of flight area from observer.

4. Observer states, “F light area clear, clear for launch.”

5. Launch

6. Upon reaching safe altitude; clear to turn aircraft.

7. Trim for inflight operations.



### In Flight Procedures

At this point of the flight profile the airc raft is also able to go into autopilot guided flight. The autopilot

flight profile allows you to set an altitude and ai rcraft position via the GCS visual display. The PIC must

always be ready to take manual control of the aircraft during autopilot

- guided flight in case of autopilot

or aircraft systems discrepancy.

In Flight Checklist

1. Enable autopilot guided flight if needed.

2. Be prepared to recover the aircraft from GPS guided flight.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

11 

### Recovery Procedures

The first step of the recovery process is to prepare the recovery area and decide the final approach

heading, terrain dependent . This involves makin g sure the final approach and landing area are clear

of non

- essential personnel. As the landing area is being cleared, m ove the aircraft back to its home

position. Once the recovery area is prepared and all notifications are made such as briefing the cre w

and any local ATC announcements made, it is possible to maneuver the aircraft to the approach area.

R ecover the aircraft from autopilot flight mode . Pressing the home button will automatically land the

aircraft.

Recovery Checklist

1. Clear recovery area and decide approach path.

2. Brief crew on recovery procedures and method employed.

3. Move the aircraft to its home location.

4. Notify crew of intentions and make any necessary radio calls.

5. Recover the aircraft from autopilot mode if enabled.

6. Press land button

7. Recover aircraft



### Post Flight Procedures

The post flight procedure for the SOLO UAS is a mi rror of the preflight check. The aircraft will need to

be checked out for any inflight damage and or recovery damage such as a rough landing. The motor is

no t required to be operate d during the post flight check.

Upon completion of the post flight procedures a post flight inspection should be completed. This is the

same procedu re as the preflight inspection.

Post Flight C he cklist

Preflight C hecklist

1. Starting from the nose of the aircraft

, inspect the nose fuselage for damage and maintenance

issues. Ensure free rotation of rotors and not structural cracks or fatigue.

2. Continuing to the starboard fuselag e of the aircraft check integrity and structural integrity of

the fuselage. Check the rotors for movement and stability of the engine mount

. 3. Continuing to the aft section check integrity. Check the battery for proper fit.

4. Continuing to the port side of the aircraft check for structural integrity of the fuselage. Check

for rotor movement and stability of the engine mount

. 5. Looking down upon the aircraft check the motor mount for rigidity and any movement. Check

the condition of the rotors and check for any dings or cracks. Look over the fuselage from the

top profile view and check for any damage or cracks.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

12 6. From the underneath check that the payload is armed and the gimbal active. Check the landing

struts for stability.



### Aircraft Performance Metrics

 Climb Rate : 1800 ft/min

 Decent Rate : 1800 ft/min

 Turn Rate : 30 

### o / second

 Cruise speed 10

- 25Kts

 Approach : to land speed 3 kts

 Max/Min operating altitude : 400/10ft

 Max Gross takeoff weight : 1.8 Kg

 Ramp Weight : 1.5 Kg

 Length : 15 Inches

 Width : 15 inches

 Est time aloft : 25 minutes

 Est payload capacity : 420 grams



### Section 6: Weight and Balance

An external payload should be placed near the CG. Test load shift by measuring CG both before and

after any payload is dropped. Ensure CG remains within recommended range.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

13 

### Section 7: Systems Description

Groun d Station

The Ground Station consists of hand held controller and phone/tablet device . Communications

consists of a single antenna. The ground station Laptop is powered by it s own independent. The SOLO

GCS is set up to allow easy novice control of the UAS.1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

14 SOLO App is a ground control station app for the SOLO. This app allows the user to configure the SOLO

in flight.

 Setup, configure, and tune your vehicle for optimum performance.

 Plan, save and load autonomous missions into you autopilot with simple point

- and

- click

waypoint entry on Google or other maps.

 Download and analyze mission logs created by your autopilot.

 Monitor your vehicle’s status while in operation.

 Recor d telemetry logs

, which contain much more information the on

- board autopilot logs.

 View and analyze the telemetry logs.

 Operate your veh icle in FPV (first person view)

Autopilot

PixHawk (PX4)

Processor

32bit STM32F427 Cortex M4 core with FPU

168 MHz

256 KB RAM

2 MB Flash

32 bit STM32F103 failsafe coprocessor1221 Chevington Ct., Dayton, OH 45459 | 480.239.8942 | uas@mc3g.us | www.m3cg.us

Hummingbird UAS Pilots Operating Handbook V1. 0

15 

### Section 8: Handling Service and Maintenance

The inspection program for the SOLO UAS consists of a pre

- flight inspection, post flight inspection,

100

- hour inspection and annual inspection. A qualified SOLO UAS Operator or Maintainer can only

carry out the inspection process

.

Explanation for preflight inspection: Preflight inspection should start at the nose of the aircraft and

should proceed in clockwise rotation from the nose of the aircraft to the right side of the aircraft

proceeding to the tail of the aircraft and completing with an inspection of the left side of the aircraft.

Explanation for Post Flight inspection: The post flight procedure is a mirror of the preflight inspection.

These inspections are detailed in the normal procedures section.



### Maintenance

The maintenance program for the SOLO UAS consists of the ability of a SOLO UAS qualified maintainer

to perform a pre

- flight inspection, post flight inspection, 100 hour inspection and annual inspection.

The SOLO UAS maintainer is the only person authorized to perform the 100

- hour and annual

inspection for the Hummingbird UAS

.

Explanation for 100

- hour inspection: The 100

- hour inspection is a general inspection of the aircraft

and GCS followed by a check of the CG. The controller should be cleaned and any dust cleared. The

antenna and all connections should be cleaned.

E xplanation for annual inspection: The Annual inspection is a mirror of the 100

- hour inspection.



### Section 9: Supplements

None Noted



### Section 10: Safety Tips

None Noted