FAA FORM 8130-6, APPLICATION FOR U.S. AIRWORTHINESS CERTIFICATE , . Form Approved O.M.B. No. 2120-0018 09/30/2007 U.S. Department of Transportation Federal Aviation Administration I, REGISTRATION MARK APPLICATION FO~ U.S. AIRWORTHINESS CERTIFICATE 2. AIRCRAFT BUILDER'S NAME (Mak.) INSTRUCTIONS - Print or type. Do not Write In shaded areas; Ihese are for FAA use only. Submit original only to an authorized FAA Representative. If additional space is required, use aUachment. For special flight permits complete Sections II, VI and VII as applicable. ' 3. AIRCRAFT MODEL DESIGNATION 7. ENGINE MODEL DESIGNATION N305BX 5. AIRCRAFT SERIAL NO, TELFORD AVIATIONSERV SKYBUS 30K 6. ENGINE BUILDER'S NAME (Make) MSOOI 8. NUMBER OF ENGINES ROTAX 9. PROPELLER BUILDER'S NAME 912ULS (Make) 10. I;o~;' MFR. ;;2?;hl~':;~;~~!I~U:;.( 5' ;:J,_~~d-i:?'~:f:,:<~".i' III, AIRCRAFT IS (Check if applicable) PROPELLER MODEL DESIGNATION POWERFIN APPLICATION IS HEREBY MADE FOR: (Chock applicable 'em.) MODEL F 3-BLADE 72" DIA / IMPORT fA' "8 1 ./ STANDARD AIRWORTHINESS CERTIFICATE (Indio";. Category) 1 NORMAl I I UTILITY I I ACROBATIC I I TRANSPORT I I COMMUTER I I BALLOON I I OTHER "'1'. '2: SPECIAL AIRWORTHINESS CERTIFICATE PRIMARY LIGHT-SPORT (Indicata Class) LIMITED PROVISIONAL (Indicate Class) (Checkappropriale'.ms) ,9;:. AIRPLANE J POWER,PARACHUTE L WEIGHT?SHIFT-CONTROL ,I I GUDER I./JUGHTER THAN AIR I.5,;; 0 ''1' ;2, 1:;1 CLASS I CLASS II AGRICULTURE AND PEST CONTROL FOREST (Wild"'a Co/lsarvsh'on) OTHER (Spoc;/y) ,. w '" ::J ~ ,C/ 0 z "' a W Il~ b~.; 2 AERIAL SURVEY PATROLLING RESTRICTED (tndicate op.,.lion(s) fo be conducted) '4" 13 1 I~I 51 :2 I AERIAL ADVERTISING I Vl.?ATHER CONTROL :0' ,I ..: u 1= 1= it )1' -(;; ./ RESEARCH AND DEVELOPMENT AIR RACING TO SHOW COMPLIANCE 'MTH THE CFR AMATEUR BUILT /.3'/ ! EXHIBITION 4. S ~7 : ./ CREW TRAINING IS'I./I MARKET SURVEY - "' W U ? ~,.:;i '~li ./ EXPERIMENTAL (lndicale operation(s) to be conducted) 'a, , H: OPERATING (Primary Category) KIT BUILT AIRCRAFT 'SA ;: Existing Aircraft without 8n airworthiness ctrtificale & do not meet f 103.1 Operating Ughl-Sport Kit-Built Operating light-aport previously Issued special Ught-aport category airworthiness certificate under ? 21 .190 '8 OPERATING LIGHT-SPORT ;.',: <1 SPECIAL FLIGHT PERMIT .(Indicate operation(s) to be conducted. then complete Section VI Of VI/as applicable on reverse side) ':88': ' 8C' FERRY FLIGHT FOR REPAIRS. ALTERATIONS. MAINTENANCE. OR STORAGE EVACUATION FROM AREA OF IMPENDING DANGER OPERATION IN EXCESS OF MAXIMUM CERTIFICATED TAKE.QFF WEIGHT DELIVERING OR EXPORTING CUSTOMER DEMONSTRATION FLIGHTS 2; ;,8;i :3: ',4" ~'. ;':' C 5' PRODUCTION FLIGHT TESTING 'fr' MULTIPLE AIRWORTHINESS CERTIFICATE (check ABOVE "Rostrictad Ope,.tion" and "standard'or "Umil8d" a. app6cobte) IF DEALER. CHECK HERE ADDRESS 154 MAINE AVE BANGOR, ME 04401 AIRWORTHINESS 01 RECTIVES (Check if oIt epplicable AD's IVe campilad WIth and give tho 200~~1 ~ rhs last AD SUPPLEMENT IIvailabls in ths biWfJfJkJy ssriss as of ths daiS of application) A. REGISTERED OWNER (A. shown on certi~cale of aircran regis_on) , I TELFORD AVIATION INC ~ NAME ~ 1r: '" w ~ W U ~ B. AIRCRAFT CERTIFICATION BASIS (Check applicable blocks and complete item ooo i;"'icatad) AIRCRAFT SPECIFICATION OR TYPE CERTIFICATE DATA SHEET (Give No. and f!rtf!.0n No) AIRCRAFT LISTING (Give pega nwnOOr(.)) SUPPLEMENTAL TYPE CERTIFICATE (Ust number of esell STC in_atad) U N/A C. AIRCRAFT OPERATION AND MAINTENANCE RECORDS N/A CHECK IF RECORDS IN TOTAL AIRFRAME HOURS [:, .;, EXPERIMENTAL ONLY (Enter hours fIolWI .ince last certificat. issuad or COMPLIANCE 'MTH 14 CFR . 3 renewad) Section 91.417 0"0. :: 0.0 D. CERTIFICATION - I hereby certify that I am the registered owner (or his agent) of the aircraft described above. that the airaaft is registered with the Federal Aviation Administration in accordance with Title 49 of the United States Code 44101 et se~. and applicable Federal Aviation Regulations. and that the airaaft has been inspected and is airworthy and eligible for the airworthiness certificate requesled. DATE OF APPLICATION I I INAME AND TITLE (Printorlype) I~~~~ MAY 22, 2007 0 Z IROBERT C. KRUEGER, ENGINEERING MNGR ':~:::';1 "CERTIFICATED MECHANIC (Give Cortificate No) . /7/ /0 0 0 I I I I I I 0 Il. 0: Z 0: " i!: i!: w W 0 II) Il. Il. 0 '" ::> 0: , ~'.: !:: ::;; W Il. 0: .... :J: Cl E. HiE FOLLOWING RESTRICTIONS ARE CONSIDERED NECESSARY FOR SAFE OPERATION: (Use attachment if necessary) ::J u. ..J :!i 0 Il. w . ;;; '" F. CERTIFICATION -I hereby certify that I am the registered owner (or his agent) of the aircraft described above; that Ihe aircraft is regislered wilh the Federal Avialion Adminislration in accordance with Title 49 of the United States Code 44101 ~ and applicable Federal Aviation Regulalions; and that the aircraft has been inspected and is safe for the fiight described. DATE I NAME AND TITLE (Print or Type) I SIGNATURE / ~ W W Wz W c 0 0 ;: E~ v' Vo V C. Data, Drawings, Photographs, etc. ...non required) I. Previous Airworthiness Certificate Issued in Accordance with Current Weight and Balance infonnation Available in Aircraft 14 CFR Section CAR (Original Attached) E. Major Repair and Alteration, FAA Fonn 337 (Attach ...nenrequired) " ::> V IJ.. Cu~nt Ai.rworthin! Certificate 155 14 CFR Section ,. '~l 9. \ required) , 00 XCjda~e r{j (Copy Attached) ~ /F. This inspection Recorded in Aircraft Records K. Light-Sport Aircraft Statement of Compliance, FAA Fonn 8130-15 (Attach when " FAA Form 8130-6 (10-04) PrevIous Edition Dated 5/01 May be Used Until Depleted, except for Light-Sport Aircraft NSN, 0052-00-024-7006 ( .' UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION - FEDERAL AVIATION ADMINISTRATION SPECIAL AIRWORTHINESS CERTIFICATE ------------ A This airworthiness certificate is issued under the authority of Public Law 104-6, 49 United States Code (USC) 44704 and Title 14 Code of Federal Regulations (CFR). The airworthiness certificate authorizes the manufacturer named on the reverse side to conduct production fight tests, and only production flight tests, of aircraft registered in his name. No person may conduct production flight tests under this certificate: (1) Carrying persons or property for compensation or hire: and/or (2) Carrying persons not essential to the purpose of the flight. This airworthiness certificate authorizes the flight specified on the reverse side for the purpose shown in BlockA. This airworthiness certificate certifies that as of the date of issuance, the aircraft to which issued has been . inspected and found to meet the requirements of the applicable CFR. The aircraft does not meet the requirements of the applicable comprehensive and detailed airworthiness code as provided by Annex 8 to the Convention On International Civil Aviation. No person may operate the aircraft described on the reverse side: (1) except in accordance with the applicable CFR and in accordance with conditions and limitations which may be prescribed by the Administrator as part of this certificate; (2) over any foreign country without the special permission of that country. Unless sooner surrendered, suspended, or revoked, this airworthiness certificate is effective for the duration and.under the conditions prescribed in 14 CFR, Part 21, Section 21.181 or 21.217. B C D E , u.s. Department of Transportation Federal Aviation Administration Burlington Manufacturing Inspection District Office 12 New England Executive Pari< Burlington, MA 01803 EXPERIMENTAL - OPERATING LIMITATIONS RESEARCH AND DEVELOPMENT, CREW TRAINING, or MARKET SURVEY REGISTERED OWNER NAME: TELFORD AVIATION INC. REGISTERED OWNER ADDRESS: 154 MAINE AVE. BANGOR, ME 04401 AIRCRAFT DESCRIPTION: UAS LlGHTER-THAN-AIR I AIRSHIP AIRCRAFT REGISTRATION: N305BX AIRCRAFT BUILDER: TELFORD AVIATION INC. YEAR MANUFACTURED: 2007 AIRCRAFT SERIAL NUMBER: MS001 AIRCRAFT MODEL DESIGNATION: SKYBUS 30K ENGINE MODEL: ROTAX 912 ULS PROPELLER MODEL: POWERFIN Model F 3-Bladed 72" Diameter The following conditions and limitations apply to all Telford Aviation Skybus 30K flight operations while operating in the National Airspace System (NAS): 1. GENERAL a. For the purposes of the Special Airworthiness Certificate and Operating Limitations, the Skybus 30K Unmanned Aircraft System (UAS), owned and operated by Telford Aviation, is considered to be an integrated system. The integrated system is composed of the Skybus aircraft, SIN: MS001, unmanned aircraft (UA) pilot, UA control station(s) (fixed or mobile), telemetry, navigation and communications equipment. This equipment includes ground, air, and space based equipment that is used for control of the Skybus 30K UA. The UAS also includes equipment on the ground and in the air that is used for communication with the chase aircraft and Air Traffic Control. Telford Aviation - Skybu5 30K Page 1 of 11 I b. Unless otherwise specified in this document, the Pilot-in-Command (PIC) and Telford Aviation shall comply with all applicable sections and parts of 14 CFR including, but not limited to, parts 61 and 91. Alternative methods of compliance with specific regulations shall be annotated in this document as required. c. No person may operate this UAS for other than the purpose of research and development (R&D), crew training, or market surveys, to accomplish the flight operation outlined in Telford Aviation Program Letter dated May 22,2007, which describes compliance with ?21.193(d), and has been made available to the pilot in command of the UAS. In addition, this UAS must be operated in accordance with applicable air traffic and general operating rules of part 91, and all additional limitations herein prescribed under the provisions of ?91.319(e). d. The PIC must determine that the UAS is in a condition for safe operation, and in a configuration appropriate for the intended purpose of the flight. e. When changing between operating purposes of a multiple-purpose certificate, the operator must determine that the aircraft is in a condition for safe operation and appropriate for the purpose intended. A record entry will be made by an appropriately rated person to document that finding in the aircraft logbook. f. No person may operate this UA to carry property for compensation or hire. g. This UA must be marked with its U.S. Registration number in accordance with 14 CFR part 45. h. This UA must display the word "EXPERIMENTAL" in accordance with ?45.23(b). i. Prior to conducting the initial Skybus 30K flight operations, Telford Aviation must forward a copy of the Skybus 30K, Special Airworthiness Certificate, and Operating Limitations to: Linda Otting, FAA Air Traffic Representative, Eastern Service Center, System Support, 1701 Columbia Ave, College Park, GA 30337, telephone (404) 305-5577, email Linda.Otting@faa.gov. j. Section 47.45 requires that the FAA Aircraft Registry must be notified within 30 days of any change in the aircraft registrant's address. Such notification is to be made by submitting Form 8050-1 to AFS-750 in Oklahoma City, Oklahoma. 2. PROGRAM LETTER The Telford Skybus 30K Program Letter, dated May 22,2007, was used as a basis for the determining the operating limitations prescribed in this document. All flight operations must be conducted in accordance with the provisions contained in these operating limitations. 3. INITIAL FLIGHT TESTING a. Flight operations shall be divided into 2 phases. Telford - Skybus 30K Page 2 of 11 -- --------------- 1) The following restrictions apply to Phase I flight-testing: a) Shall be conducted within visual line of sight of the pilot/observer, b) Shall be within a 3 statute mile radius of the airport, c) Shall be conducted at an altitude no greater than 3000 ft. AGL, d) The aircraft may not be controlled by satellite communications, Initial Phase I flight-testing shall be completed upon accumulation of 25 flight hours. Following satisfactory completion of Phase I flight testing, the operations manager or chief pilot must certify in the records that the aircraft has been shown to comply with ? 91.319(b). Compliance with ? 91.319(b) must be recorded in the aircraft records with the following, or a similarly worded, statement: "I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or design features, and is safe for operation. The following aircraft operating data has been , and Vy , and the demonstrated during the flight testing: speeds Vx weight and CG location at which they were obtained." 2) Phase 2 flight-testing authorizes flight in the Primary Containment Area within 6 statute miles of the airport at an altitude no greater than 3000 ft. AGL. 3) Aircraft operations for the purpose of market survey cannot be performed until after 50 flight hours have been accomplished. A logbook entry is required as evidence of compliance. 4. AUTHORIZED FLIGHT TEST OPERATIONS AREA a. The base of operations for the Skybus 30K UAS shall be Loring International Airport (ME16) (former Loring AFB near Limestone, ME). b. The flight test operations area authorized for the UA is depicted graphically below. This area shall be referred to as the "Primary Containment Area." Telford Aviation may be permitted to operate within restricted airspace per authorization of the using agency. Under these circumstances, should the UA venture beyond the boundaries of restricted airspace (e.g., spill out), provisions of this experimental certificate shall apply, including authorization to only operate within the boundaries of the Primary Containment Area. In these circumstances, Telford Aviation is responsible for notifying the FAA of the breach of any operations. The Skybus 30K is required to be operated in accordance with the conditions defined in these limitations and in compliance with FAA rules and regulations while operating in restricted airspace. Telford - Skybus 30K Page 3 of 11 1- ------ -------------------------- c. Flight operations in the Primary Containment Area shall be conducted below 3000 ft AGL within the boundaries defined below. When operating in a terminal environment, the UA must have line of sight communications. PT 1 PT2 PT 3 PT 4 Latitude N 46? 57' 02" N 46? 59' 40" N 46? 57' 02" N 46? 54' 27" Longitude W 67? 49' 19" W67? 53' 09" W67? 56' 56" W67? 53' 09" PT5 PT6 PT7 PTS PT9 Latitude N 47? 00' 59" N 47? 02' 16" N 46? 57' 02" N 46? 51' 50" N 46? 53' 07" Longitude W67? 4S' OS" W67? 53' 09" W6So 00'45" W67? 53' 09" W67? 4S' OS" HALIFAX SECTIONAL AERONAUTICAL CHART Figure 1: Primary Containment Area Telford - Sky bus 30K Page 4 of 11 e. The PIC shall ensure that all UA flight operations remain within the lateral and vertical boundaries of the Primary Containment Area or any restricted area approved by the using agency. Furthermore, the PIC shall take into account all factors that may affect the capability of remaining within the containment areas. This includes, but is not limited to, considerations for wind, gross weight, and glide distances. f. Incident / Accident Reporting. Any incident / accident and any flight operation that transgresses the lateral or vertical boundaries of the Primary Containment Areas or any restricted airspace shall be reported to the FAA, Manager AIR-160, as soon as practicable, but always within 24 hours. Accidents shall be reported to the National Transportation Safety Board per the instructions contained on the NTSB website: www.ntsb.gov. The AIR-160 Manager, Mr. Doug Davis, can be reached at telephone number 202-385-4636, or by fax at 202-385-4651. The report may be provided by either phone, or e-mail to kenneth.d.davis@faa.gov. Further flight operations shall not be conducted until the incident / accident is reviewed by ATO, AFS, and AIR-160, and authorization to resume operations is received. g. If the review reveals issues with the operating limitations, the FAA may revise/amend the operating limitations as part of the authorization to resume operations. 5. UA PILOT AND OBSERVER a. All flight operations conducted in the Primary Containment Area shall have an observer to perform traffic avoidance and visual observation to fulfill the "see and avoid" requirement of ?91.113. b. The UA PIC shall hold, at a minimum, an FAA Private Pilot certificate, Instrument Rating, lighter-than-air category, with airship class rating, and have it in their possession. c. All observers shall: 1) Hold at a minimum, an FAA Private Pilot certificate, or 2) Successfully completed specific observer training acceptable to the FAA. d. The UA PIC shall maintain currency in manned aircraft per 14 CFR ?61.57. e. All UA pilots shall maintain currency in unmanned aircraft in accordance with Telford Aviation company procedures. f. The UA PIC shall have a Flight Review in manned aircraft every 24 calendar months per 14 CFR ?61.56. g. All UA pilots shall have a Flight Review in unmanned aircraft every 24 calendar months in accordance with Telford Aviation company procedures. Telford - Skybus 30K Page 5 of 11 I I u- I I h. The UA PIC shall have operational override capability over any Supplemental Pilot, regardless of position. i. The Supplemental Pilot need not be a certificated pilot. If the supplemental pilot is not a certificated pilot, the supplemental pilot must have successfully completed a recognized Private Pilot ground school or successfully completed the private pilot written test within 90 days of the issuance of these limitations. j. Pilots and observers shall have successfully completed applicable manufacturer training for high level systems and operational understanding of the UAS. k. Pilots and observers must have in their possession a valid third class (or higher) airman medical certificate that has been issued under 14 CFR part 67. I. A PIC must be designated at all times and be responsible for the safety of the UAS and persons and property along the UA flight path. This includes, but is not limited to, collision avoidance and the safety of persons and property in the air and on the ground. The PIC shall avoid densely populated areas (14 CFR ? 91.319) and exercise increased vigilance when ' operating within published airway boundaries. m. UA pilots and observers shall perform crew duties for only one UA at a time. When the observer is located in a chase aircraft, the observer's duties shall be dedicated to the task of observation only, concurrent duty as pilot is not authorized. n. All observers must be thoroughly trained, familiar with, and possess, operational experience with the equipment being utilized for observation and detection of other aircraft for collision avoidance purposes as outlined in Telford Aviation Program Letter. O. Visual Observer Responsibilities: The task of the observer is to provide the pilot of the UA with instructions to maneuver the UA clear of any potential collision with other traffic. Visual observer duties require continuous visual contact with the UA at all times in such a manner as to be able to discern UA attitude and trajectory. At no time shall the visual observer permit the UA to operate beyond line-of-sight necessary to ensure that maneuvering information can be reliably determined. At no time shall visual observers conduct their duties more than three (3) nautical miles laterally or 3000 feet vertically from the UA. Observers must maintain continuous visual contact with the UA. When a chase aircraft is utilized, it must maintain a reasonable proximity, and shall position itself relative to the UA in such a manner to reduce the hazard of collision per ?91.111. 6. COMMUNICATIONS a. Each UAS Flight operation must be coordinated by telephone with the Boston Air Route Traffic Control Center (ARTCC) at (603) 879-6655 no less than 1 hour and no more than 2 hours prior to the start of the flight operation to receive assignment of a discreet transponder code. Telford - Skybu5 30K Page 6 of 11 b. Telford Aviation shall provide the Boston ARTCC with an on-site contact name and phone number (or frequency) for two-way communications with ATC for each flight. c. The UA pilot shall have the capability of maneuvering the UAS or suspending operations as instructed by the Boston ARTCC. d. The UAS shall transmit the assigned beacon code and altitude information (Mode-C) for the duration of the flight. Any failure of the transponder or inability to properly squawk an assigned code shall be reported to the Boston ARTCC and flight operations shall be concluded. e. UAS operations shall be conducted only when Caribou Radar is functional. Telford Aviation shall verify the status of the radar with the Boston ARTCC prior to flight. f. A distant (D) Notice to Airmen (NOTAM) shall be issued when UAS operations are being conducted. Telford Aviation shall contact the Automated Flight Service Station (FSS) no less than 48 hours prior to the operation and provide: 1) 2) 3) 4) 5) 6) Name, address, and telephone number of the person giving notice. Nature of the activity. Date, time, and duration of the activity. Size of the affected area in nautical mile radius and affected altitudes. Location of center of affected area in relation to airport. Location of center of affected area in relation to nearest VORIDME or VORTAC. g. Upon initial contact with ATC, the PIC must indicate the experimental nature in accordance with 14 CFR ? 91.319. h. The PIC must maintain two-way communication with ATC. If a chase aircraft is utilized, the chase aircraft pilot shall maintain two-way communications with ATC and with the PIC. i. The PIC and observer(s) must maintain two-way communications with each other during all operations. j. If communications cannot be maintained between the PIC, chase aircraft pilot, observer(s) and appropriate ATC facility, the UA will expeditiously return to its base of operations while remaining within the primary containment area, and conclude the flight operation. k. Spectrum used for operation and control of the UA must be approved by the FCC or other appropriate government oversight agency prior to operations being conducted. 7. FLIGHT CONDITIONS a. All flight operations must be conducted under visual flight rules (VFR) in visual meteorological conditions (VMC), including cloud clearance minimums as specified in 14 CFR ? 91.155. Flight operations under instrument flight rules (IFR) or in instrument meteorological Telford - Skybus 30K Page 7 of 11 conditions (IMe) are not authorized. Flight operations shall not be conducted urider the Special VFR criteria specified in 14 CFR ? 91.157, nor shall flight operations be conducted when flight visibility is less than three statute miles. b. All flight operations within the Primary Containment Area as specified in Section 4d shall be conducted during daylight hours only. c. The UA is prohibited from aerobatic flight, that is, an intentional maneuver involving an abrupt change in the UA's attitude, an abnormal acceleration, or other flight action not necessary for normal flight (?91.303). d. Flight operations must not involve carrying hazardous material or the dropping of any objects or external stores, excluding water ballast. e. The UA and chase aircraft shall be equipped with operable navigation, position, and strobe/anti-collision lights. Strobe/anti-collision lights shall be illuminated at all times. f. The UA must operate an altitude encoding transponder (Mode C) in accordance with applicable guidelines and procedures. g. The chase aircraft transponder must be on standby while performing chase operation flight with the UA. In the event of UA transponder failure, the chase aircraft will contact ATC and assume transponder operations. h. In the event of transponder failure on either the UA or the chase aircraft, the UA must conclude all flight operations and expeditiously return to its base of operations within the prescribed limitations of this authorization. 8. FLIGHT TERMINATION & LOST LINK PROCEDURES a. In accordance with Telford Program Letter, dated May 22,2007 flight operations must be discontinued at any point when the approved flight containment area(s) is breached and/or the control of the UA is questionable. If it is determined that the UA is still under control of the PIC, the UA shall return to base (RTB). b. In the event of lost link, the UA must provide a means of automatic recovery that ensures airborne operations are predictable and that the UA remains within the primary ,containment area. The UAS PIC will immediately notify ATC, chase aircraft/observer of the loss of link condition and what the expected UA response will be. 9. MAINTENANCE a. This UAS must not be operated unless it is inspected and maintained in accordance with the Telford Skybus 30K Maintenance Manual. Each inspection must be recorded in the UAS maintenance records. Telford - Skybus 30K Page 8 of 11 - - - ---- - - - - - - b. No person may operate this UAS unless within the preceding 12 calendar months it has had a condition inspection performed in accordance with, FAA-accepted, Telford Skybus 30K Maintenance Manual and was found to be in a condition for safe operation. This inspection will be recorded in the UAS maintenance records. c. Only those individuals authorized by Telford Aviation, and acceptable to the FAA, may perform inspections required by these operating limitations. d. Inspections of the UAS must be recorded in the UAS maintenance records showing the following, or a similarly worded, statement: "I certify that this UAS has been inspected on [insert date] in accordance with the scope and detail of the Telford Skybus 30K Maintenance Manual, and was found to be in a condition for safe operation." The entry will include the UAS's total time-in-service, the name, signature, type of certificate and certificate number of the person performing the inspection. e. UAS instruments and equipment installed must be inspected and maintained in accordance with the requirements of the Telford Skybus 30K Maintenance Manual. Any maintenance or inspection of this equipment must be recorded in the UAS maintenance records. f. No person may operate this UAS unless the altimeter system and transponder have been tested within the preceding 24 calendar months in accordance with 14 CFR ?91.411 and ?91.413 respectively. These inspections will be recorded in the UA maintenance records. 10. EQUIPAGE a. The UAS shall be equipped with an operable Mode-C transponder. b. The GCS shall be equipped with two-way communications equipment allowing communications between the UAS pilot, chase aircraft, and ATC facilities. 11. INFORMATION REPORTING Telford Aviation shall provide the following information to Kenneth.d.Davis@faa.gov on a monthly basis. a. b. c. d. e. Number of flights conducted under this certificate. Pilot duty time per flight. Unusual equipment malfunctions (hardware or software), if any. Deviations from ATC instructions. Unintended entry into lost link flight mode that results in a course change. 12. REVISIONS a. The experimental certificate, Telford Aviation FAA-accepted program letter, and operating limitations cannot be reissued, renewed, or revised without application being made to the Burlington MIDO, and coordinated with the Production and Airworthiness Division, Telford - Skybus 30K Page 9 of 11 AIR-200. AIR-200 will be responsible for headquarters internal coordination with the Aircraft Certification Service, Flight Standards Service, Air Traffic, Office of Chief Council, and Office of Rulemaking. ' b. No Certificate of Authorization or Waiver may be issued in association with this Experimental Certificate unless coordinated with the Burlington MIDO and the Production and Airworthiness Division, AIR-200. c. The provisions and limitations annotated in this operational approval may be amended or cancelled at any time as deemed necessary by the FAA. d. All revisions to Telford FAA-accepted Telford Skybus 30K Maintenance Manual must be reviewed and accepted by the Portland Flight Standards District Office. 13. UA MODIFICATIONS a. All software and system changes will be documented as part of the normal maintenance procedures and be available for inspection. All software and system changes shall be inspected and approved per Telford Aviation's maintenance procedures. All software changes to the aircraft and GCS are categorized as major changes, and shall be provided in summary form at the time they are incorporated. b. All major modifications, whether performed under the experimental certificate, COA, or other authorizations, that could potentially effect the safe operation of the system, shall be documented and shall be provided to the FAA prior to operating the aircraft under this certificate. Major modifications incorporated under COA or other authorization need only be provided if the aircraft is flown under these authorizations during the effective period of the experimental certificate. c. All information requested shall be provided to AIR-200. End of Limitations. ,~. VV /p/ ) William Burke Aviation Safety Inspector (Mfg) Burlington Manufacturing Inspection District Office 12 New England Executive Park Burlington, MA 01803 ' G. ~j;1 It / / / c>e:-.. ./O' Date: May 22, 2007 Telford - Skybus 30K Page 10 of 11 I certify that I have read and understand the operating limitations and conditions that are a part of the Special Airworthiness Certificate, FAA Form 8130-7 issued on May 22,2007 for the purpose of Research and Development, Crew Training, or Market Survey. This Airworthiness Certificate is issued for Telford Aviation UAS model Skybus 30K serial number MS001, registration number N305BX. This certification expires on May 21, 2008. Note: If the so stated limitations or conditions cannot be complied with, Skybus 30K flight operations shall be terminated. Date: May 22, 2007 Name (Printed): Bob Ziegelaar Title: President Company: Telford Aviation Inc. \ Telford - Skybus 30K Page 11 of 11 '" . ~ . -, . ~ . \ ..... . " ?s:?;?? .'. .~. " '-;". , \' o : ...... :' . 1-', ~. .. ( " . ; ~ .... !" . '~" .,j ' .... j';.o ...... '.' ..... ._:.1 .) ..... ! .. '. ,. " . .. - <' .... :. <;,., ~ -. .ooo ...~ .~ ~ ,-' .: ;.' ...~:. ~', . . ~.> PROGRAM LETTER FOR UNMANNED AIRCRAFT SYSTEMS REGISTERED OWNER NAME: TELFORD AVIATION INC REGISTERED OWNER ADDRESS: 154 MAINE AVE BANGOR, ME 04401 AIRCRAFT DESCRIPTION: L TA UAS AIRSHIP AIRCRAFT REGISTRATION: N305BX AIRCRAFT BUILDER: TELFORD AVIATION INC YEAR MANUFACTURED: 2007 AIRCRAFT $ERIAL NUMBER: MS001 AIRCRAFT MODEL DESIGNATION: SKYBUS 30K ENGINE MODEL: ROTAX 912 ULS PROPELLER MODEL: POWERFIN Model F 3-Bladed 72" Diameter 1. DEFINE THE EXPERIMENTAL PURPOSE(S) UNDER WHICH THE AIRCRAFT IS TO BE OPERATED (14 CFR ? 21.191). (a) Research and Development (b) Market Survey (c) Crew Training - Pilot Crew and Ground Crew SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 1 of22 2. DESCRIBE THE PURPOSE/SCOPE OF THE EXPERIMENTAL PROGRAM FOR EACH 14 CFR ? 21.191 EXPERIMENTAL PURPOSE SOUGHT (14 CFR ?? 21.193(b)(d>>. 2J 12 14 15 18 19 !I I II i I ! I i II II II I II II II i I I~.-I-i- I~ I'-'-'?'-!'-----I- II ! I '.. (SfRUINS.10C1:1a.11 twISICINS) . . -,- ~Ii amGC:II lM!I (11.'" o """ ... """'.. . . 'II -' _. --_ SAle 8KYBU8 30K AIRSHP? OENEfUIL A88EWBLY 30K AS 01-m, Three View GA of the SKYBUS 30K Airship SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 2 of22 Photograph of the SKYBUS 30K on the mast truck 1) Scope of the Experiments (A) The scope of the Research and Development Program is to collect, process, analyse and assess the flight test data and design for optimization of the existing SKYBUS 30K Airship before migrating the proven technologies to the larger sister SKYBUS 80K Airship for ultimate p,ayload operations. Comparison with Flight Simulation and actual flight is sought. The Flight Test program has been developed such that after successful flights in Radio controlled mode, transition to a preprogrammed flight mode can commence. (B) The scope of the Market Survey program is to determine if a suitable market exists for a LT A UAS aircraft and to demonstrate to prospective customers the advantages associated with aLTA UAS. Prospective customers, both civilian and government will have the opportunity to see actual flight characteristics.and be afforded the opportunity to attach different payloads to the LTA UAS aircraft for evaluation. SKYBUS 30K PROGRAM LETTER; ISSUE B 2007522 Page 30[22 (C) The scope of the Pilot and Ground Crew training program is to build up a competent team that can safely operate the UA Airship for initially the R&D program by developing appropriate procedures from the experience gained. Training manuals for new Pilots and Ground Crew will be developed for the subsequent operation of other LTA UAS's of this type. Flight Simulation for pilots has been initiated and an assessment of the success of this will be made. SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 4 of22 3. DEFINE THE AREA(S) IN WHICH THE EXPERIMENTAL FLIGHTS WILL BE CONDUCTED. a. Describe the areas over which the flights are to be conducted and address of base operation (14 CFR ? 21.193(d)(3>>. AIRSPACE REQUIREMENTS Datum: Loring International Airport Midpoint of Runway Centerline Limestone, ME Latitude Longitude Datum Location: 46? 57' 02" N 67? 53' 09" W Phase 1 - Boundary of Flight Operations 3SM Radius Circle, center located at Datum Phase 2 - Boundary of Flight Operations 6SM Radius Semi Circle, center located at Datum (East boundary is North/South line 1/2 mile West from international border) Latitude 47? 00' 59" N 4]0 02' 16" N 46? 57' 02" N, 46? 51' 50" N 46? 53' 07" N Longitude 67? 48' 08" W 67? 53' 09" W 68? 00' 45" W 6]0 53' 09" W 67? 48' 08" W PT 1 PT2 PT3 PT4 Longitude Latitude 46? 57' 02" N 67? 49' 19"W 46? 59' 40" N 67? 53' 09"W 46? 57' 02" N 67? 56' 56"W 46? 54' 27" N 67? 53' 09"W PT5 PT6 PT7 PT8 PT9 HALIFAX SECTIONAL AERONAUTICAL CHART SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 5 0[22 b. Identify all proposed flight areas using latitude and longitude on aeronautical maps. See previous item, 3(a). C. Include information on airspeed, altitude, number of flight hours, number of flights and program duration for each test flight area. There are six proposed phases to the R&D flight test program. Phase 1: Shakedown and familiarization Phase 2: UAS flight performance Phase 3: Pre-programmed flight Phase 4: Payload Integration Phase 5: Crew advanced training Phase 6: Endurance demonstrations It is anticipated that the entire flight test program including crew advanced training will be conducted over a period of 6 to 12 calendar months and all tests conducted at the nominated flight test area. The culmination of the flight test program is intended to demonstrate that the UAS can be controlled and operate safely for a continuous 30 hour pre-programmed flight period with an operational payload. Phase 1 ensures that the pilot has the correct feel for the flight characteristics of the UAS before attempting specific performance manoeuvres. Telemetry data will be interrogated and analyzed post flight before the next flight is permitted to commence. Any safety issues arising from the analyzed telemetry data must be resolved prior to the next flight. The pilot shall be made aware of the results from the telemetry data so that enhancements in control and operations can be potentially realized. Phase 1 shall consist of at least 6 hours flight time for a period of not less than 30 minutes or more than 60 minutes. The pilot may land sooner if there are issues with the flight. The ground crew including observers will be enhancing their basic skills learnt from the ground taxi phase of operations. All Phase 1 flight testing will be conducted within a 3 mile radius of the Ground Station located at the South end of the runway. All flights in this phase will be conducted VFR below 500ft AGL in forecast winds below 5kts for the duration 2 hours beyond the intended landing time. Speeds for SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 6 of22 straight and level flight and descent will be limited to 50% power or 40 knots whichever is the least unless corrective action is required. A Maximum static heaviness of 751b shall be limit of heaviness for this phase of testing. It is not intended to fly the UAS in a statically light configuration during Phase 1. Phase 2 is the major body of the R&D flight test program that will identify the flight characteristics of the UAS. During this phase the Crew will be further enhancing their skill sets in operating the UAS. It is intended to conduct all tests in this phase below 3000ft AGL within a 6 mile radius of the centre of the main runway in the eastern segment. Speeds up to the maximum possible (circa 70kts) at full throttle will be conducted. On average each flight test is expected to take an hour from Take-Off to touchdown. No flight in this phase is anticipated to last longer than 2 hours but certainly no longer than is comfortable for the pilot and crew concentration. A Maximum static heaviness of 150lb and a maximum static lightness of 50lb are the expected operational norms and hence for flight test purposes the limits shall be investigated up to 20% in excess of the expected operational norms. Flight tests conducted at the various heavinessllightness configurations shall include; Climb/descent performance, straight and level and turn performance, acceleration / deceleration tests and pressure height tests. It is anticipated that to cover all aspects of this phase of the flight test program including flight testing any modifications, approximately 50 flight hours will have been accumulated. Phase 3 will build on the flight characteristics established in the previous phases and transition from a fully RC mode to an RC Take off and Landing with pre-programmed flight. These tests will permit the fine tuning of the autopilot and the GCS. Maximum duration of these flights is not scheduled to be longer than daylight hours so that flight is always VFR Phase 4 will only be undertaken if there is sufficient payload capability in terms of weight margin. Testing may be reduced to tethered tests only as the current SKYBUS 30K has margin~1 free lift capability for payloads exceeding 501bs. Dependant upon the outcome of the first three phases of the R&D Flight Test Program (FTP) and the progress of the in build larger sister SKYBUS 80K airship, Phase 4 may be deferred until the SKYBUS 80K is progressing through Experimental Category flight tests so that both ships can be flown at the same time (each individually piloted) and communication trials between the ships conducted for research. It is conceivable that Phase 4 could be conducted after Phase 5 or 6 but if the lift capability is insufficient then it is further conceivable that the Phase 4 for the SKYBUS 30K is cancelled. Phase 5 is primarily for the benefit of developing pilot and crew skills to enhance the quality of both training and operating procedures and manuals for future customers. Procedures for crew changes in anticipation of endurance flights in Phase 6 need to be established before conducting endurance trials. SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 70f22 Phase 6 will consist of a series of flights building up from the longest flight conducted in the previous phases to ultimately an endurance target of 30 hours. Clearly VFR flights could not be conducted on such continuous flights. d. What class of airspace will be used? Loring International Airport is located in Class G airspace (uncontrolled airspace). e. Will minimum fuel requirements of 14 CFR ? 91.151 be met? Yes. All R&D test flights will take-off and land at the same airfield and the Airship will be fuelled equivalent to the total flight test duration plus one hour all conducted at Maximum Continuous Power fuel consumption. f. Will flight-testing include payload testing? Only if Phase 4 of the R&D flight test program is reached and desired. g. What considerations need to be taken with regard to payloads? None at present. See (f) above. . h. Will the aircraft perform any aerobatic maneuvers? No. Nor will it be capable of doing so. i. Flight Conditions (e.g., VFR, IFR, VMS, etc.) Only VFR up to and including Phase 5 of the R&D Flight Test Program. 4. AIRCRAFT CONFIGURATION. Attach three-view drawings or three-view dimensioned photographs of the aircraft (14 CFR ? 21.193(b)(4)). Describe Unmanned Aircraft System configuration including ground control station. Include a description of aircraft/system performance characteristics including: See section (2) of this document for a 3-view dimensioned drawing of the SKYBUS 30K Airship and the accompanying photograph. a. Wing span Envelope Diameter =25 ft (Volume b. Length Envelope Length = 92 ft =30,500 cuft) c. Powerplant Single engine Rotax 912ULS 100hp Single Engine - Rotax 912ULS (Non-Certified) 4-stroke, 4 cylinder horizontally opposed, spark ignition engine with push rods, Over Head Valves and one central camshaft. The cylinder heads are liquid cooled whilst the cylinders are ram air cooled. The engine has a dry sump forced lubrication system. Other features include Dual breakerless capacitor discharge ignition, 2 constant depression carburettors, SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 8 of22 mechanical fuel pump, propeller drive via a reduction gear with integrated shock absorber and overload clutch, 12V Electric Start, Integrated AC Generator with External rectifier-regulator (12V 20A DC) and a custom External 24VDC Generator. Cylinder Bore 10.5:1 =3.31 in, Stroke =2.4in, Displacement =82.5in 3 , Compression Ratio Crankshaft to Propeller shaft reduction ratio =2.43: 1 Propeller: 3-bladed 72" diameter Powerfin Composite construction ISA Performance: Take Off 5800 rpm 98.5hp, Max Continuous Speed 5500 rpm 92.5hp d. Max gross take off weight 22051b e. Fuel capacity 80 Gallons f. Payload capacity 150lb as a dummy payload g. Max altitude 7000 ft h. Endurance Potential for 12.5 hours with 0.5 hours reserve based on 6.15gph at 5500rpm Maximum Continuous Power for the 80 gallon fuel tank. At 50% continuous power the fuel burn is 3 gallons per hour at 4000 rpm giving 26 hours with 0.5 hours reserve. At 55% maximum continuous rpm (3000 rpm) the engine generates 45hp and consumes 1.75 gph giving 45 hours endurance. i. Max airspeed Estimated to be up to 70 knots. The maximum airspeed attainable is expected to be not less than 40 knots j. Control/data frequencies 900 MHz and 2.4 GHz k. Guidance and navigation control VFR RC mode for all R&D flight tests in phases 1 through 5 inclusive. 5. INSPECTION AND MAINTENANCE (14 CFR 91.7). a. Describe the inspection and maintenance program that will be used to maintain the aircraft and related systems (includes ground stations and/or other support systems). Skybus 30K Maintenance Manual Issue B 20070522 Rotax 9122 ULS engine manufacturers inspection and maintenance program. DRS Technologies Skybus GCS Maintenance Procedures, Document number 904000053. SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 9 of22 b. Provide copy of flight manual, if applicable, current weight and balance report, equipment list. Flight manual is currently a working document but will be available for inspection during FAA visit 6. PILOT QUALIFICATION (14 CFR ?? 61.3, 61.5). a. Describe the qualifications for each pilot. Airship Licensed Pilot - Mike Fitzpatrick (Airship Management Services Inc) an who has 21,000 hours of Lighter-Than-Air time .. FAA pilot certificate number is: 39266966 Steve Ouellette - Telford Aviation supplemental pilot of fixed wing models, trained under John McHugh on the Skyship 600 manned airship, Flight simulator training (Realplanes G3 flight simulator adapted by SAIC as documented in simulator file "SKYBUS 30K Trainer 01.plnG3" dated June 14th 2006 and time stamped 10:01) John Trask - Telford Aviation - PPL and Fixed wing flight instructor. b. Pilots must be qualified/certificated in the appropriate type of aircraft, i.e., rotorcraft, powered lift, fixed wing, etc. Our proposal is to have Mike Fitzpatrick (Licensed Airship Pilot) be with (immediately adjacent to) the supplemental pilot with simulator training who will actually have the command of the flight control box. The supplemental pilot has more experience in flying RC models than the formally qualified Airship Pilot. b. Describe internal training program to qualify pilots. Any Pilot wishing to fly the Airship in RC mode mU$t have gained some flight time in an airship and have completed a minimum of 50 hours flight simulator training on the SKYBUS flight simulator in RC mode from a fixed ground perspective position. c. Describe the qualifications and training of observers. All observers will have or be trained in basic air law to the level required for a PPL license. 7. AIRCRAFT MARKING (14 CFR Part 45). All Unmanned Aircraft System (UAS) are required to be registered and identified with the registration number. Aircraft must be marked in accordance with part 45. The Airship will carry N-Marks in accordance with part 45. SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 10 of22 8. ATC TRANSPONDER AND ALTITUDE REPORTING SYSTEM EQUIPMENT AND USE (14 CFR ? 91.215). Describe the aircraft altitude reporting system. The Skybus 30K is fitted with an ATCRBS Transponder - Mode 3/A, 4096 code with altitude reporting (Mode C). The transponder code cannot though be changed dynamically (that is: whilst the UAS Airship is airborne). 9. METHOD FOR SEE AND AVOID (14 CFR ? 91.113a). In what ma'nner, or by what means, will the requirement to "see and avoid" other aircraft be met? What performance will the chase plane have? The UAS Airship operation shall employ a see-and-avoid capability that achieves an equivalent level of safety, comparable to the see-and-avoid requirements for manned aircraft. See-and-avoid will be accomplished through the use of visual observers. As a minimum there will be sufficient visual observers on the surface to continuously observe the UAS in flight. If there is any possibility the ground visual observers cannot ensure an equivalent level of see-and-avoid safety, a visual observer on board a chase aircraft will be employed to meet the see-and-avoid responsibilities. Visual observers shall maintain direct communication with the SKYBUS 30K UAS Airship Pilot. Visual observers are responsible for seeing other aircraft and providing the MS001 ROA pilot with a change of course and/or altitude to prevent a collision. The SKYBUS 30K UAS Airship Pilot and the visual observers shall have no other duties or responsibilities when performing their functfon and maintaining aviation safety shall be more paramount than achieving mission objectives. 10. SAFETY RISK MANAGEMENT. An applicant must provide a safety checklist that identifies and analyzes the hazards of UAS operations that are described in the program letter. Additional information is available by contacting the FAA AS/. Refer to enclosed response to Safety Checklist guide issued by FAA in Draft format dated 8/18/2006 11. SYSTEM CONFIGURATION. Provide a description of aircraft system configuration and all on-board and ground-based equipment. 11.1 Flight Control System Pitch control of the LTA UAS Airship is provided by electric actuator driven control surfaces on the horizontal port and starboard stabilizers. Similarly Yaw control is provided by an electric actuator driven control surfaces on the lower vertical stabilizer. A 48Vdc supply provides power to the electric actuator motors and a separate 24Vdc supply provides the power for the fail safe brake motor such that in the event of loss of power, the actuators do not back drive. Power is also supplied to proximity limit switches attached tothe actuators to prevent bottoming on full SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 11 of22 extension/retraction. In addition to proximity limit switches, software limits are imposed on the actuators within the proximity limit switches to provide a level of redundancy in the system. Actuator rates are software controlled. Signals to the flight controls initiate from the Pilots Flight Control Box (PFCB) to the Ground Control Station(GCS) via a 50ft length of shielded cable. The Ground Control Station then transmits the appropriate signals through the wireless "Freewave" architecture to the UAS on board Flight Control Computer (FCC) where after signal verification and processing is transmitted to the actuators. 11.2 Envelope Pressurization Control System The autonomous Envelope Pressurization Control System is a dedicated microcontroller based system designed to maintain air and helium pressure within specified lirnits of the SKYBUS 30K LTA UAS. The system consists of a Master controller, display unit, and two sensor units. One sensor unit is used to measure the ballonet air pressure, while the other is used to measure helium pressure, The Master controller collects the data from the sensor units. and uses a voting scheme to filter the air and helium pressure readings. The master controller uses the air and helium pressures to provide autonomous control of the ba!lonet fans. The Master controller communicates with the display unit to provide pressure, and temperature data to the user and provide override switches for each of the 8 relays, Forthe SKYBUS 30K LTA UAS, only 6 of the relays are used (2 fans, 2 air valves, and 2 helium valves). ' 11.3 Electrical System 11.3.1 ELECTRICAL SYSTEM Primary engine system power is 12VDC. The engine's internal AC alternator has a 20 amp capacity. The AC power is converted to DC by a remotely mounted rectifier. A single leadacid battery is charged by the alternator, and provides approximately 45 minutes of backup power supply if the alternator is off-lirie. This system provides power for all engine related subsystems including the Starter, Fuel Pumps and Engine Instrumentation System (EIS). It also provides power for the Strobe light, Transponder, Precision Pressure Transducers (PPT), and Control Surface Actuator Limit Switches and Potentiometers. A manually switched contactor disconnects the battery from the 12V power bus, and allows the battery to be charged with the bus offline. An external charge port is provided for charging the 12V battery. Primary aircraft flight system power is 24VDC. A 28V electronically controlled alternator, with up to 130 amps capacity, is powered via V -belt from a pulley mounted on the prop shaft. Dual 12V lead-acid batteries wired in series are charged by the alternator, and provide approximately 45 minutes of backup power supply if the alternator is off-line. This system provides power for the Avionics Rack, Com & Flight Control Hardware, Flight Sensors, and Ballonet Pressurization System. Payload power, separate from aircraft bus, is also available from the alternator. A manually switched contactor disconnects the battery from the 28V SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 12 of22 power and payload buses, and allows the battery to be charged with the bus offline. An external charge port is provided for charging the 24V battery stack. 28V and 12V Power is distributed via a circuit breaker panel through shielded wiring. The bus voltages are monitored and relayed to the Ground Station. The external charge port located on the nose of the power car powers the bus and charges the batteries while not in flight. An EU2000i generator rated at tl0v and 13.3 amps is used for auxiliary power when the airship is not in proximity to an AC outlet in the hangar. The generator is hung from the power car on the left side, forward. The generator is removed prior to flight. Figure 1l.3.1 shows a diagram of the overall electrical system. SKYBUS 30K PROGRAM LETTER ISSUE B 2007522 Page 13 of22 I .-- "" /r' "~ I"" """[> , -______- - , ~ -,... ~~I:~,,-----l'; 2.4GHz Freewave ", r - - ! / -, ~!/~'" CMIGITS FTS - , 900MHZ~' RS232 ;: Freewave ,r----l- -l'~' ... '.r--!/ ' "~"" RS232 , ~'''SU''--J ~ Sensor .~-Rad\iltorSensor ~ Sensor 12V I 'J "r--!-- L -________ ,~,... EIS I',:~I ~/ 900MHz Freewaye FTSV."" II RS~32 /.~" I?.. ',.r--!." . .~ ~ F",,'F~w S.nsor I EGT Thermal Couples I ,.~/ I ~ Flight Control Computer R PPTs ?L------.l' R5232 ' . r----1/ .~ I c" : L -______~r~ 1 ~'2V [iJJ ~ I CH~o:=-' [iJJ ~H20Temp Sensor -~', ~/ ~'. ,rl====:=fR~S23m:2=====h. /1 , RS232 "r--!, RS485 ~ 1< i===~ Control Pressurization System Surfilce Amplfieni , ,3 -,... ,+--2I!1V Control Surfaces 1 - 3 4.V-If-_____________ Motor Brakoo ActuatorMoto,. Limit Switches Position Sensor. " Fuel' ---, ) (."'mp )" \1&2' --,/ \Re.. y/~ /~:>~ ,----/ i":") IIJ1arnoto< '-,~ H H 1- :: ~ SKYBUS 30K PROGRAM LETTER Figure 11.3.1: Skybus30K Electrical Architecture Diagram ISSUE B 2007522 Page 14 of22 ELECTRICAL SYSTEM COMPONENTS 11.3.1.1 A full list of all electrical system components are as follows: 11.3.1.1.1 o o o o o o o o o o o o o 11.3.1.1.2 o o o o o o o o o o o o o o o 11.3.1.1.3 o o o o o o o o ENGINE HARDWARE COMPONENTS: Rotax Enginel12V Altematpr 28V Alternator 28V Alternator Controller 28V Power Contactor 12V Power Contactor 12V Rectifier Fuel Pumps Throttle and Choke Amplifiers Throttle and Choke Servos Engine Instrumentation System (EIS) Engine Ignition Box Ignition and Starter Relay Flight Batteries FLIGHT CONTROL & COMMUNICATION HARDWARE: Flight Control Computer (FCC) Ballonet Pressurization System Ballonet Fans Ballonet Valves Flight Termination System (FTS) FTS Valve 24V to 48V Power Converters Accelnet Actuator Amplifiers Control Surface Actuators CMIOITS Transponder Strobe Light 900MHz Freewave 2.40Hz Freewave 900MHz FTSFreewave FLIGHT SENSORS COMPONENTS: Manifold Air Pressure Sensor (MAP) Precision Pressure Transducers (PPTs) Fuel Flow Sensor Tack Sensor Outside Air Temp Sensor Radiator Sensor H20 Temp Sensor Oil Temp Sensor Page 15 of22 o o o Oil Pressure Sensor Type K Thermocouples Type J Thermocouples 11.3.2 PRE-PROGRAMMED FLIGHT CONTROL SYSTEM The Pre-Programmed Flight Control System (PFCS) performs primary flight control functions that stabilize the vehicle and provide the ability to control the vehicle. The PFCS provides continuous data exchange with the Ground Control System (GCS) and manages system response when communication is lost. A 900 MHz Freewave modem and a 2.4 GHz Freewave modem provide redundant communications between the AFCS and GCS. Its control functions sense the current aircraft state and compute the required control motions in response to various commands. The PFCS is essentially a non-redundant system except for the data links. The PFCS can fly preplanned missions carried on-board or follow manual flight director commands. In the event of loss of communication, a programmable auto recovery plan is included that sequences the subsequent actions of the airship until communications is reestablished. If communications cannot be reestablished, the vehicle will return on its own to a predefined site and land (or perform whatever substitute sequence is programmed by the operator prior to the mission). AVIONICS RACK 11.3.2.1 Many of the Engine Hardware Components, Flight Control Components, and Communication Components are located within the Avionics Rack. Locating these components in a single enclosure keeps space usage to a minimum while also adding additional protection from the outside environment. In addition, the Avionics Rack allows for a means by which the Ground Crew can easily interface with the air vehicle's controls and displays. The following is a list of all components contained within the Avionics Rack: o Flight Control Computer (FCC) o 12V and 28V Power Control/Conditioning o Control Surface Actuator Amplifiers o Choke and Throttle Actuator Amplifiers o Actuator 24V to 48V Power Converters o Engine Instrumentation System (EIS) o Flight Termination System (FTS) o Precision Pressure Transducers (PPTs) o Transponder o 900 MHz Freewave o 2.4 GHz Freewave o 900 MHz FTS Freewave o Ignition Control 11.3.2.2 FLIGHT CONTROL COMPUTER The main component of Flight Control System is the Flight Control Computer (FCC) which resides inside the Avionics Rack. It receives inputs from flight sensors via serial ports that Page 16 of22 include a full-state vector including attitude and attitude rate, position, velocity, acceleration, air data, and a host of other information. In addition, it acquires information from the engine sensors that determine flight state and system health through analog inputs, thermal couples, or serial ports. With this information the FCC calculates control positions that are used by the servo-amplifiers in order to close the position loop around the actuator motor to achieve control. ' The FCC is a PCII 04 computer stack that has the following board set: o Processor (166 MHz Pentium) with two on-board serial ports, Ethernet port, keyboard and video interfaces, and parallel. o Power Relay Output Module (16 channels) o Multi I/O board with Discrete I/O and Analog I/O o Two 4-port serial 1/0 boards for additional serial communications o 28 VDC SOW high-efficiency power converter o Environmental Fan Card The FCC and resides in a rugged enclosure .r.nade, of extruded aluminum that provides rubber corner supports which provide tolerance against g-loading as well as providing a limited degree of vibration isolation. It uses asingle front interface panel for all I/O, including ten serial ports, 16 channels of analog input, 8 channels of analog output, 8 channels of discrete output, and five channels of discrete input. The stack employs an environmental fan card to assure positive cooling at all times. Recommended operating limits are arribientcabin temperatures less than 120 degrees Fao/enheit and operating altitudes less than 10000 ft. The FCC operates on a 28 VDC power source taken from the aircraft power. Typical power dissipation is approximately 20W, but during initialization peak loads can be as high as 40W. 11.3.2.3 FREEWAVE MODEMS The FCC communicates with the Ground Control Station through a pair of redundant qata links that transport identical information for comparison and detection of 4ata dropouts. This feature allows the system to function normally even when the data link performance becomes somewhat sporadic. The particular selection of data link is unimportant as long as approximately 36Kbps rate is available for the down link and lSKbps is available for uplink. (These bandwidth requirements may he adjusted by reallocating variables and sample rates within the telemetry stream.) The standard dfltalink:uses frequency-hopping spreadspectrum RF modems from Freewave that operate in either the 900 MHz or 2.4 GHz ISM frequency bands. These modems are programmed to only accept data from designated counterparts identified by equipment serial number. This feature provides a degree of security against interference or unauthorized insertion of commands. The modems are mounted in weather-tight enclosures for added environmental protection. C-MIGITS 11.3.2.4 The Miniature Integrated GPS/INS Tactical System (C-MIGITS) is a self-contained, selfinitializing unit that provides turnkey navigation functionality. It provides 50 Hz updates of all inertial related states to the FCC. The C-MIGITS contains fiberoptic rate gyros, solidstate accelerometers, and a GPS receiver that is capable of DGPS operation. The primary Page 17 of22 CMIGITS function is to sense inertial and GPS states and merge them in a Kalman filter to provide the best possible total aircraft flight state estimate to the FCC. The data is then output from the CMIGITS in a serial data message stream on an RS232 port. 11.3.2.5 BALLONET PRESSURIZATION SYSTEM Pressure Monitor System is a dedicated microcontroller based system designed to maintain air and helium pressure within specified limits. A Master Controller uses air and helium pressure data, collected from the pressure sensor units, to provide autonomous control of the ballonet fans. One Pressure Sensor Unit is used to measure the ballonet air pressure, while the other is used to measure helium pressure. A Display Unit shows pressure and temperature data from the master controller, and provides push button control for selecting limit sets, and providing user override switches for each relay control (2 fans, 2 air valves, and 2 helium valves). The data is output from the Master Controller in a RS422 serial data message stream to the FCC. 11.3.2.5.1 AIRSPACE CONTROL COMPLIANCE SYSTEM This system enhances safe flight operations with other aircraft, but is not required to operate the air vehicle. It consists of a Flight Termination System (FTS) and a Transponder with altitude encoding capability. The flight termination transmitter sends commands from the Ground Station via a 900MHz FreewaveModem to an independent receiver on the air vehicle. Subsequent actions control the FTS Helium Valve and the engine ignition (left and right) via relays, thereby terminating the flight in short order. The FTS is a dedicated microcontroller based system that is isolated from other onboard systems, and has a dedicated back-up power supply. The transponder is turned on and off manually prior to flight. The squawk code is set manually prior to takeoff and cannot be changed in-flight. 11.3.2.5.2 CONTROLS I DISPLAYS Ground crew interface with the air vehicle is done via controls and displays summarized in table 1.4.1.10-1. Table 1.4.1.10-1 Airvehicle Controls and Displays Name Door Panel 24V Breakers FUllction Cover access to avionics rack On! Off for power, protect equipment from short circuits On! Off for power, protect equipment from short circuits Display engine Location Lower aft comer of each door Inside main panel on front of avionics rack Operation Lift latch and twist Per label: Out = OFF In=ON 12V Breakers Inside main panel on front of avionics rack Per label: Out = OFF In=ON See EIS Operator Page 18 of22 Engine Inside main panel on Name Instrument System (EIS) Ignition Key Flight Termination Lanyards Flight Safety Plug Function status, fuel flow, OAT, drivetrain operation hours, 12V bus voltage Control engine ignition ON / OFF Controls LlR Ignition Location front of avionics rack Operation Manual Inside main panel on front of avionics rack Inside main panel inside avionics rack Inside main panel mounted on power car in front of avionics rack Inside main panel on front of avionics rack Inside main panel on front of avionics rack Nose of power car Twist key per label See Operator Manual Flight Plug: Enables FTS Ground Plug: Disables Ignition Per label: Out:= OFF In=ON Per label: Out = OFF In=ON Click polarized connectors together / 20 formats both raster image, and vector based) - Automatic and manually placed icons - Mission plan display - Real Time mission status display Page 21 of22 o - Actual flight path (bread crumb) overlay. - Payload geo-Iocation overlay. - Automatic Line of sight, and obstacle avoidance mission analysis. - Lat I Lon or UTM units Platfonn Status Window - Detailed mission status (waypoint data) - Platfonn status o Subsystems (engine, INS, control surfaces, etc) o Environment (baro pressure, humidity, temperature) o Real Time system and subsystem Go I NoGo Status Portable Shock Mounted Hardigg Case, STD 19" lEA Zmicro Dual Displays Zmicro Expander II Keyboard Tray MDT 4u rack mount Computer 2 Removable SCSI drive DVD/CDRW+USB 2.0 Firewire Windows 2000 or XP Dual Pentium 4 Gig of ram Minimum Nvidia or ATI Radeon series graphics card DVI-O or SXGA 15. CONTROL FREQUENCIES. Provide a description/listing of the frequencies used to control the UAS. The standard data link uses frequency-hopping spread-spectrum RF modems from Freewave that operate in either the 900 MHz or 2.4 GHz ISM frequency bands. These modems can be programmed to only accept data from designated counterparts identified by equipment serial number. This feature provides a degree of security against interference or unauthorized insertion of commands. The modems are mounted in weather-tight enclosures for added environmental protection. Robert C. Kruc.{eiEngineering Manager, Telford Aviation Services 22 May 2007 ;fpc: '?~~"I Page 22 of22