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SOLO UAS Pilots Operating Handbook V1.0

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SOLO UAS

Operations Manual
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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: 

541711). 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 Consulting 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 Table
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Contents

SECTION 1: GENERAL................................................................................................................................................................4

SECTION 2: LIMITATIONS .......................................................................................................................................................5

EXTERNAL LOAD LIMITATIONS......................................................................................................................................................5

MOTOR LIMITATIONS.....................................................................................................................................................................5

ENDURANCE LIMITATIONS .............................................................................................................................................................5

VISIBILITY LIMITATIONS................................................................................................................................................................5

WEATHER LIMITATIONS ................................................................................................................................................................5

MANEUVERING LIMITATIONS.........................................................................................................................................................5

GPS LIMITATIONS...........................................................................................................................................................................6

SECTION 3: EMERGENCY PROCEDURES .............................................................................................................................6

LAUNCH OPERATIONS.....................................................................................................................................................................6

ENGINE FAILURE .............................................................................................................................................................................7

LOST COMMUNICATION WITH THE UAS IN FLIGHT .....................................................................................................................7

RECOVERY OPERATIONS ................................................................................................................................................................7

LOST COMMUNICATION BETWEEN PIC AND OBSERVER..............................................................................................................8

ERRATIC CONTROL IN FLIGHT .......................................................................................................................................................8

GPS FAILURE IN FLIGHT ................................................................................................................................................................8

SIMULTANEOUS GPS AND COMMUNICATION FAILURE ................................................................................................................9

SECTION 4: NORMAL PROCEDURES ....................................................................................................................................9

AREA SURVEY..................................................................................................................................................................................9

PREFLIGHT ......................................................................................................................................................................................9

LAUNCH PROCEDURES .................................................................................................................................................................10

IN FLIGHT PROCEDURES..............................................................................................................................................................10

RECOVERY PROCEDURES.............................................................................................................................................................11

POST FLIGHT PROCEDURES ........................................................................................................................................................11

AIRCRAFT PERFORMANCE METRICS ..........................................................................................................................................12

SECTION 6: WEIGHT AND BALANCE.................................................................................................................................12

SECTION 7: SYSTEMS DESCRIPTION ................................................................................................................................13

SECTION 8: HANDLING SERVICE AND MAINTENANCE...............................................................................................15

MAINTENANCE..............................................................................................................................................................................15

SECTION 9: SUPPLEMENTS..................................................................................................................................................15

SECTION 10: SAFETY TIPS ...................................................................................................................................................15
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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 flight 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. 
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Section 2: Limitations

UAS operations 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 not 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 deconfliction. 

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 Limitations

The motor shall not be operated at full power for 5 minutes or more continuously to avoid over-heating 

of the ESC and motor in certain operating conditions. 

Endurance Limitations

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 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 deconfliction. VMC operations are a requirement 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 limitation for the aircraft is 15 knots. The maximum crosswind 

operating limitation is 15 knots. 

Maneuvering Limitations

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.
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GPS limitations

The SOLO UAS shall only be operated when a sufficient 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 UAS 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 utmost

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

have been completed. Any person involved in the planned operation 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 aircraft 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 phase will result in a return to the preprogrammed Return to Launch (RTL) location via the 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 paramount 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 emergency
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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 recovery 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 location is the best 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 where 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 autopilot. If the autopilot ever loses communication with the aircraft 

the aircraft 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 

communications 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 mitigate 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 of 
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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 personnel 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 and 

troubleshooting procedures.

Recovery Emergency 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 Communication between PIC and Observer

If at any time during flight operations communication 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 limitations 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 to loiter in the RTL position. 

Erratic Control in Flight

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 entry 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 UAS 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 provide 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 

event occurred the aircraft would not know with accuracy where it was at. This is due to the use of 

electronic gyros for location determination. These electronic gyros are not meant to provide precise 
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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. Notice 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 reckoning 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 accurate 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 areas 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 personnel and property, launch and recovery 

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

Preflight

Any functional 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 commence until 

the issue is resolved.

Preflight Checklist

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 fuselage 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. 
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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. 

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

struts for stability. 

Launch Procedures

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. 

Prior 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 aircraft 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, “Flight 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. 

Launch 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, “Flight 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 aircraft is also able to go into autopilot guided flight. The autopilot

flight profile allows you to set an altitude and aircraft 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. 
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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 making sure the final approach and landing area are clear 

of non-essential personnel. As the landing area is being cleared, move the aircraft back to its home 

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

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

Recover 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 mirror 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 

not required to be operated during the post flight check.

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

same procedure as the preflight inspection.

Post Flight Checklist

Preflight Checklist

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 fuselage 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. 
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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: 1800ft/min

 Decent Rate: 1800ft/min

 Turn Rate: 30o/second

 Cruise speed 10-25Kts

 Approach: to land speed 3kts

 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. 
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Section 7: Systems Description

Ground 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 its own independent. The SOLO 

GCS is set up to allow easy novice control of the UAS. 
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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.

 Record telemetry logs, which contain much more information the on-board autopilot logs.

 View and analyze the telemetry logs.

 Operate your vehicle 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 coprocessor
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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. 

Explanation 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