UA Systems (331/332) - Werle

Project C.L.E.A.R.D.
A Compact Law Enforcement Aerial Reconiscence Device

Andrew Werle*

Unmanned Aircraft Systems are not only becoming a part of our

everyday lives as hobbies and toys, but they are also becoming a
necessity as tools, weapons, and careers. New technology, materials,
and regulations are helping us find numerous uses for UAS, everything
from cinematography, research, and inspections to law enforcement. The
latter is an application that has become a hot topic for many in the past
years. Some of the factors that inhibit departments from utilizing UAS as
a valuable asset to their officers are cost and training. In order to solve
these common problems, we have set out to design and build a compact
UAS that is affordable, dependable, easy to train, and easy to fly.

*
Student, B.S. in Aeronautics: UAS Operations, University of North Dakota

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TABLE OF CONTENTS
Table of Figures . 3

Glossary/Acronyms 4

Introduction 5

The Need for UAS in Law Enforcement ... 5

Project Goals . 6

Scenario . 6

Certification ... 6

C.L.E.A.R.D. Prototype design .. 7

Formal Description of System Components .. 7

Aircraft Systems .. 8

Ground Systems .. 10

Payload/Mission Componentry ... 12

Analysis 14

Testing .. 14

Design Limitations ... 15

Practical Changes . 15

Build Summary 16

Conclusions .. 18

Acknowledgements .. 19

References 19

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TABLE OF FIGURES
Figure 1. Common Police Quad, the Qube costs over $2000 2

Figure 2. Aircraft Systems Diagram 2

Figure 3. Motor and Prop layout/ configuration for common quad 2

Figure 4. Ground Systems Diagram 2

Figure 5. Flight modes in Mission Planner 2

Figure 6. Mission Components Diagram 2

Figure 7. Diagram explaining the process of geolocation on an airborne vehicle 2

Figure 8. Example of aerial footage 2

Figure 9. eCalc-xCopter Data 2

Figure 10. Parts List and Cost 2

Figure 11. Weight of airframe and components 2

Figure 13. Example of landing gear and gimbal options 2

Figure 12. Artist's rendition of a foam 2

Figure 14. Build Process: Bullet Connectors, Frame Components, Assembled Frame 2

Figure 15. Setup Wizard with Accelerometer and Throttle End Point Calibrations 2

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GLOSSARY/ACRONYMS
ADC Air Data Computer
AHRS Attitude Heading and Reference system
APM Ardu-Pilot Mega
BEC Battery Eliminator Circuit
CFR Code of Federal Regulations
C.L.E.A.R.D. Compact Law Enforcement Aerial Reconiscence Device
COA Certificate of Authorization
Compass System within the GPS unit that uses magnets to locate magnetic North

ESC Electronic Speed Controller

EKF Extended Kalman Filter

FAA Federal Aviation Association

GCS Ground Control Station

GPS Global Positioning System

HUD Heads Up Display

LiPo Lithium-Ion Polymer (Battery)

MEMS Microelectromechanical Systems

MFD Multi-Function Display

MOSFET Metallic Oxide Semi-conductive Field Effect Transistor

PDB Power Distribution Board

PFD Personal Flight Display

PPM Pulse Position Modulation

PWM Pulse Width Modulation

sUAS Small Unmanned Aircraft System

UAS Unmanned Aircraft System

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INTRODUCTION
By definition Unmanned Aircraft Systems are an object that can maintain controlled flight in
the air and are manipulated via a remote link of some sort. This qualifying characteristic gives
them unique capabilities that set UAS apart from manned aircraft. Unlike manned aircraft UAS
can be much smaller, more agile, and most importantly, less expensive to buy and operate. These
qualities make UAS and specifically small Unmanned Aircraft Systems (sUAS) very appealing to
many people. Over the last 5 years, quadcopters and other multi rotors have made their way onto
the shelves of big box stores and into the hearts of kids everywhere. But children arent the only
people interested in UAS. Businessmen and entrepreneurs began seeing the value in UAS and
began forming companies that build, sell, or operate UAS commercially. As the publics
awareness of UAS increased, so did their wariness. Concerns of privacy and safety began to
emanate from the public and with that the FAA stepped in. They enforced a widespread ban on
commercial operations unless you completed a 333 Exemption which was complicated and took a
long time to receive. This hindered the development and spread of Commercial UAS to a degree.
Jumping ahead to last August, the long-awaited FAA rule on UAS, 14 CFR Part 1071 went into
effect allowing commercial operators to fly as long as they adhere to the regulations. With that
the industry began to surge once more and businesses that utilize UAS or operate them for things
like cinematography, inspections, mapping and much more were able to operate freely. These
new regulations, as well as improved public perception, have also made it easier for Law
Enforcement Agencies to begin flying UAS. As a result, departments are tasked with finding a
UAS that is adequate for their needs but is also cost efficient and easy to fly. To solve this
problem, the Compact Law Enforcement Aerial Reconiscence Device model was created and a
prototype developed. In this analysis we will state the need for UAS in Law Enforcement, discuss
certification for Public and Commercial UAS, explain in detail the parts we used and how they
work, as well as outline the build process. This analysis can then be used to draw conclusions on
our prototype, make changes, and more importantly, move forward with Project C.L.E.A.R.D. in
order to better equip Law Enforcement Agencies for the 21st Century.

The Need for UAS in Law Enforcement

Law Enforcement is arguably one of the hardest and most dangerous jobs in America. In an
attempt to make it safer some departments have Air Support Divisions or Aviation Units. These
can be used for gaining a tactical advantage with an aerial view, finding fleeing suspects, or
search and rescue operations. Despite the value of these units, departments often dont get the
funding the need and must go without critical backup from above; Less than 3% of departments
have such a unit.2 Enter sUAS. Some departments have already added unmanned units that
respond to calls when requested. This has allowed
smaller departments to provide the same aerial
advantage to their officers as a helicopter unit would.
Project C.L.E.A.R.D. aims to go one step further and
equip every squad car with a sUAS and train all
officers to operate them. This way an officer can
quickly deploy the sUAS to gain a real time aerial
image of a situation without having to call for the
unmanned unit and wait for them to respond. By giving
each officer a personal reconiscence device they can be Figure 1. Common Police Quad, the Qube
costs over $2000

14 CFR Part 107, known as the New UAS Rule went into effect on August 29 th, 2016

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more efficient, safer, and better equipped. It is our hope that one day sUAS will be just another
tool on an officers belt.

Project Goals

In order for Project C.L.E.A.R.D. to succeed it is important to set specific goals to accomplish.
If the ultimate goal is to put a sUAS in every squad car or at least every other car they must be
inexpensive, easy to use, easy to train on, and they must serve their purpose. Cost-wise we hope
to stay under $500 dollars per unit including training. This allows departments with smaller
budgets to equip their officers. While training will be fairly extensive initially, recurrent training
requirements are brief and officers can gain experience by flying the device when not on patrol.
To create a smooth addition of sUAS into departments they must be easy to fly and complete the
task they are designed to do. Our platform is designed so that it can carry a camera, fly in
multiple flight modes, and loiter for at least 10 minutes. It will also be able to transmit live
video and telemetry to the ground station and fly a preprogrammed route autonomously. By
accomplishing these goals, it can be concluded that the C.L.E.A.R.D. concept is viable.

Scenario

A 911 call is received, there is a domestic dispute at a neighborhood BBQ in the suspects back
yard, he is likely armed. Officers respond but the suspect has barricaded himself in the backyard
and there are still attendees of the party hiding in fear. Now in a department without
C.L.E.A.R.D. the officers must wait for back up and then go in blind without any idea of where
the suspect is or where innocent bystanders are. The officers proceed from either side of the
house but come directly into the suspects line of sight, he panics, goes for his gun and the police
must shoot the suspect. Unbeknownst to them he is standing in front of the grill a stray bullet
strikes the propane tank and the grill explodes. Luckily no one else is killed but many have
injuries and burns. Now rewind to when the first officer responds. He gets out of his car and
immediately goes for the sUAS in his trunk. In thirty second he has set up the small monitor and
armed the aircraft. He takes off and hovers the aircraft in front of him; after a quick systems
check he maneuvers to get an unrestricted view of the suspect, the bystanders, and any other
extraneous factors. By this time more officers have arrived and he instructs them to the proper
location to move some of the bystanders to a safe location. He also sees the grill and warns the
officers to enter from a location that will not risk hitting the propane tank. Because the officers
know there are other people and there is potential for the grill to be hit one of them carries a
shotgun loaded with bean bag rounds. The officers now proceed with a mental map of all the
players involved and are able to neutralize the threat without loss of life or injury to bystanders.
Meanwhile the first officer that responded placed the C.L.E.A.R.D. into a position hold mode as
it recorded the whole incident and he was able to follow the other officers in.

Certification

One of the biggest factors that has held back UAS use commercially has been certification and
regulation. Now that the FAA has passed 14 CFR Part 107 it is much easier for commercial
operators to access the airspace. While public agencies like a Police Department actually fall
under a different regulation the new regulations provide guidelines and make it easier for public
agencies to access the airspace as well. Instead, public agencies operate under a Certificate of

See Ground Systems: Flight Modes for more information on flight modes

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Authorization granted on a case by case basis per Section 3343. In order to receive that COA
each department must fill out an application and submit it to the FAA. The application must
contain information regarding the system used, crew training and requirements, safety
procedures, and operating limitations. This application is submitted to essentially convince the
FAA that you will be operating in a safe and legal manner. Once submitted, the FAA will review
and authorize your operation. Now you can operate only under the restrictions set forth in your
individual COA.

C.L.E.A.R.D. PROTOTYPE DESIGN

When designing a new sUAS and a mission concept as well, it is imperative that you keep
detailed records and continually analyze your work. This means understanding the parts used,
how they work, and what they do. It also requires testing of the UAS to ensure it meets the needs
and goals proposed for the mission. Lastly, and most importantly, you must recognize the
limitations of the system and propose practical changes to the system.

Formal Description of System Components

As with manned aircraft, Unmanned Aircraft rely on a system of components that allow the
device to fly, monitor the systems, and complete a mission. Some of the components are directly
comparable to those of manned aircraft while some of the components are used to replace the
pilot in the cockpit.
The phrase
Unmanned Aircraft
System encompass
all components
required to launch,
recover, fly and
complete the
mission. As a result,
the systems and
componentry can be
broken down into
three categories:
Aircraft Systems,
Ground Systems,
and
Payload/Mission
Componentry.

Figure 2. Aircraft
Systems Diagram

Figure 3. Motor and

Prop layout/
Section 334 falls under U.S Code Title 49 within Public Law 112-095, the FAA Modernization and
configuration for
Reform Act of 2012.
common quadFigure 4.
* Required components
Aircraft Systems for flight
Diagram

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Aircraft Systems

*Potential Energy Source. Like manned aircraft, UAS must turn a Potential Energy Source
(1) into kinetic energy. Most sUAS use LiPo or Lithium-Ion Polymer batteries. They work by
exchanging positive and negative ions across a membrane to discharge electric current.4 LiPo
batteries have a very high power to weight ratio meaning they can provide a lot of energy for
the size of the battery. We chose to use a 25c 2700 mAh battery because it is small enough to
fit between the frames and is fairly light. 25c means the battery discharges safely at 25 times
the amperage. If our battery has an amperage of 2700 mA that would be 2.7 amps. Multiply
that by 25 and you get 67.5 amps of continuous discharge. While LiPo batteries are the most
common energy source in RC vehicles they are also dangerous. Overcharging or over
discharging will ruin the battery and dropping or hitting the battery could cause it to explode.
This is why extreme care must be taken. The LiPo battery is like the gas tanks on a manned
plane.

Power Module. The battery is plugged directly into the Power Module (2) which monitors the
voltage and amperage of the battery. The module is plugged into the autopilot which then
sends the information to the ground station. This is important because drawing down a LiPo
battery too far will damage the battery so the module helps the operator situational awareness.
The other end of the module is wired directly into the power distribution board. The power
module is similar to the fuel gauge on a manned plane.

*Power Distribution Board. The power distribution board (3) is built into the lower frame of
the platform chosen. This saves space and weight. The purpose of the PDB is to distribute
power from the battery and power module to the electronic speed controllers. Other
components can also be wired directly into the PDB. The power distribution board can be
compared to the wiring harness of a manned plane.

*Electronic Speed Controller. The Electronic Speed Controller (4), usually referred to as an
ESC, creates an electrically generated three phase alternating current from a DC power
source.5 To accomplish this, the ESC utilizes a series of MOSFET or Metallic Oxide Semi-
conductive Field Effect Transistors to electronically switch current on and off very quickly. By
turning on and off the current the ESC varies speed and direction of rotation in a brushless
motor. Inside the ESC a capacitor stores energy in order to act as a shock absorber in the
system to protect from short circuits. An ESC also has a BEC or Battery Eliminator Circuit.
The BEC allows the autopilot and receiver components, which run on a lower power setting,
to be powered on the same battery as the motors. This current is sent to the autopilot through a
cable that also allows the ESC to communicate with the Autopilot. As a result, the aircraft
only has to carry one battery. The ESC is very critical in that without it the aircraft would not
be able to fly. The ESC we have chosen outputs 5.5-12.2 volts at 30 amps to the motor and 5
volts at 2 amps through the BEC. The electronic speed controller is the equivalent of the
throttle or the prop governor in a manned plane.

*Brushless Motor. The power plant we are using is an A2212, 12 KV Brushless Motor (5).
This motor is 22mm in diameter and 12 mm in height; a 12 KV motor spins at 1200 RPM
when 1 volt is applied to it. Like brushed DC motors, a brushless motor turns shaft within or
around a series of magnets powered by a magnetic field. But that is where the similarities end.
While brushed motors have a commutator/brush that switches the phase of the magnetic field,
a brushless motor uses electronic switches within the ESC to phase the circuit. The two main

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parts are the stator, which contains the windings, and the rotor, which contains the magnets.
The rotor is rotated around the stator by varying the direction of the current through the
windings. This changes the magnetic field between north, south, and neutral to attract or repel
the magnets causing the rotor to spin. Due to the lack of a brushed commutator there is less
electromagnetic interference, less wear, and more reliability. Brushless motors also have a
higher power to weight ratio, higher torque per watt, and are quieter. As a result, brushless
motors have become the standard in R/C cars and planes, as well as power tools. To facilitate
maneuvering a quadcopter, the motors on opposite arms rotate in opposite directions (see
Figure 3.)6 This is accomplished by
interchanging the connections between the ESC
and motor. Multi-rotors almost exclusively use
brushless motors because of the ability to
change speed and direction rapidly. The
brushless motor is like the power plant on a
manned plane.

*Propellers. In order to create lift, turn,

accelerate, and maneuver a quadcopter requires
propellers (6). Propellers create lift the same
way a wing does by creating an area of low
pressure above and high pressure below the
airfoil. A quadcopter changes direction and
speed by varying the speed the propellers rotate
at. Quadcopters are configured with propellers
that spin in the same direction on opposite
Figure 5. Motor and Prop layout/ configuration
corners (see Fig. 3). By using two pairs of for common quad
opposite props that spin in opposite directions,
adverse yaw is created. The force of adverse yaw is applied in the opposite direction the
propellers spin. Meaning, to yaw the aircraft to the right the autopilot accelerates propellers 1
and 2 and decelerates props 3 and 4. A decelerationFigure 6. Ground
of 3 and Systems
4 is required DiagramFigure
to maintain the same7.
Motor and Prop layout/ configuration for
amount of total lift on the aircraft. Similarly, the speed
commonof propellers
quad 2 and 4 are increased as 1
and 3 are decreased to move the aircraft forward and opposite applies for backwards.
Additionally, number 2 and 3 accelerate as 1 and 4 decelerate to bank right and vice versa for
bank left. The propellers we chose are 1045 meaning they are 10 inches in diameter and at
100% efficiency would travel 4.5 inches in one rotation. This should be adequate for the
speeds we will be flying and the endurance required for the mission.

*Receiver. In order control the aircraft a transmitter on the ground sends signals to a receiver
(7) on the airframe. This utilizes a 2.4 gHz bandwidth to communicate. The receiver on this
platform is a Turnigy 8 channel meaning it has 8 channels of output to the autopilot. For a
multi-rotor, 4 channels are required to control bank, pitch, yaw, and throttle. This system uses
6 channels, which allows the operator to switch flight modes using the switches on our
transmitter. While manned aircraft do not have a receiver it could be equated to the control
cables or the fly-by-wire system in modern aircraft.

*Flight Controller. The final required aircraft system on the chosen platform is the Flight
Controller (8). The flight controller on this system is part of the autopilot which we will delve
into more under mission componentry. The flight controllers job is to convert the standard
fixed wing signals from the receiver to a mix that will control the motors as explained in the

9
 propeller segment. Some flight controllers also have stabilization included which makes the
quadcopter easier to control as it returns to level after controls are released. This feature
requires gyros and an accelerometer; these components are all part of the autopilot system.
The flight controller could be considered the pilot in a manned aircraft.

Telemetry Transmitter. The Telemetry Transmitter (9) is connected directly to the autopilot
and wirelessly connected to a telemetry receiver on the ground (which will be discussed in the
ground systems section). This facilitates communication with the Ground Control Station
(GCS) over a 915 mHz band allowing the GCS to send information to the aircraft and the
aircraft to send information to the GCS. Some of the information sent to the autopilot includes
parameters that change the program code and commands that control the aircraft. The
information sent to the GCS includes telemetry information like attitude, airspeed, battery
data, and other information that the operator needs. The telemetry transmitter acts as the
vacuum powered gyros, pitot system, and compass of an aircraft or the AHARS and ADC in a
technologically advanced aircraft.**

Ground Systems

Transmitter. To
control the aircraft
manually from the
ground the pilot or
operator must use a
Transmitter (10). The
transmitter,
colloquially known as
a radio controller, has
2 sticks to control yaw,
pitch, bank, and
throttle. It also has a
number of switches to
control flight modes or Figure 8. Ground Systems Diagram
additional functions.
When choosing a transmitter some of the major considerations are
the number of channels, frequency band, and price. While only
four channels are required for flight, we picked the Turnigy 9x
because for around $80 we got both a transmitter and receiver. It
runs on a 2.4 gHz frequency to match the receiver. With 9
channels, this transmitter has the capability to incorporate flight
modes and any other features we might want to add. Another consideration is if you are using
PPM, Pulse Position Modulation, or PWM, Pulse Width Modulation. Pulse Position varies the
position of the signal to communicate the commands while Pulse Width measures the width of
the pulse transmitted to the receiver. The transmitter is the flight controls, control wheel and
rudder panels, of a manned aircraft.

**
AHARS Attitude and Heading Reference System, and ADC Air Data Computer; components that
provide information to the glass cockpit and replace vacuum systems and gyro instruments with
accelerometers and magnetometers

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 Ground Control Station. Most Unmanned Aircraft Systems have some form of Ground
Control System (11) or GCS. While most GCS have different capabilitys, all have a similar
purpose To provide the operators with information pertinent to the flight in a way that is
accurate and easy to interpret. Like the transmitter, the GCS is a man-machine interface as a
secondary method of interacting with the aircraft. As a man-machine interface it must follow
guidelines to ensure all 3 levels of situational awareness are accomplished. The first level is
Perception, being aware of what is happening. Next is Comprehension, which means
understanding what the information means.7 The final and most advanced level of situational
awareness is Projection or being able to comprehend trend data and what it means for the
future. Some of the principles to consider when designing or choosing a GCS are contrast,
repetition, alignment, and proximity. The GCS used by C.L.E.A.R.D. is Mission Planner. It is
specially designed to work with our autopilot, supports the mission as needed, and provides
the necessary information for the operator to maintain situational awareness. In older aircraft
the ground control station would be the attitude, airspeed, and heading indicators. In newer
manned aircraft it would be the PFD and MFD.

Flight Modes. Another

critical aspect of
mission planner is the
ability to set up Flight
Modes (12). By
assigning different
modes between two
switches on the
transmitter the officer
can switch between six
modes. These can be a
number of different Figure 9. Flight modes in Mission Planner
tasks but we have
chosen to use Stabilize, PosHold, Circle, RTL, Land, and Auto.8 Flight modes are the
equivalent of an autopilot in a manned aircraft.
Figure 10. Mission Components DiagramFigure 11. Flight modes in Mission
Planner
In Stabilize mode the aircraft is solely controlled by the operator but will return to level
automatically after control is applied. This is the main mode and default on our platform
as it is the most basic mode available.
PosHold stands for Position Hold. While in PosHold the copter will attempt to maintain
current position, altitude, and heading. The operator can adjust position or altitude using
the sticks and the aircraft will hold the new position. Some factors that affect the ability
of the airframe to maintain location are GPS signal, magnetic interference on the
compass, and vibration of the autopilot. This mode will be used if the officer must divert
his attention elsewhere briefly; in this mode the copter will hold position while the
officer addresses the other issue.

PFD Primary Flight Display, MFD Multi-Function Display; components that make up the glass
cockpit in technologically advanced aircraft

For more information on Mission Planner flight modes including other optional modes visit:
http://ardupilot.org/copter/docs/flight-modes.html

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 Similar to PosHold, in Circle mode the copter will hold altitude and orbit a point of interest
with the nose facing towards the center. The radius and orbit speed can be controlled in
mission planner by adjusting the CIRCLE_RADIUS and CIRCLE_RATE parameters.
This can be used to keep a view of the subject or interaction.
RTL stands for Return to Launch meaning that when this mode is selected the aircraft will
climb to a preset altitude unless it is higher than the return altitude in which case it will
maintain the current altitude. From there it will fly back to wherever it took off from.
This is why it is important to ensure GPS signal before arming the aircraft. This mode
option can be used at the end of a mission or an emergency.
The next mode, Land, will automatically descend the aircraft at a preset rate until 10 meters
or the sonar module senses the ground. At that point the aircraft will descend at a
slower rate until reaching the ground and shutting off the motors.
The final flight mode is Auto. This is used for beginning and managing autopilot missions.
Once the copter is armed the and the mode is selected the mission is ready to begin.
Once the throttle is moved above zero the copter takes off. The mission can be
interrupted by selecting a different mode but if the mission is to resume by reselecting
auto it will start the mission over. By understanding these modes and using them during
a mission the operator can efficiently and accurately accomplish his goal.

Telemetry Receiver. The final component of the GCS is the Telemetry Receiver (13). This
receiver connects via USB to the GCS computer that runs mission planner. It also connects via
the 915 mHz band to the Telemetry Transmitter mentioned above. By creating a wireless
network, the Telemetry Receiver completes the link that allows communication as mentioned
above. As a part of the GCS the telemetry receiver would also be a part of the glass cockpit or
flight instruments.

Payload/Mission Componentry

Autopilot. If there was any

component known as the brain
of the platform it would be the
Autopilot (14). Mounted on the
airframe, the autopilot, which
includes the flight controller,
controls the aircraft, receives
commands from the ground
station, and sends telemetry
information to the GCS. The
components within the
autopilot, called MEMS or
Microelectromechanical
Systems include: Gyroscopic Figure 12. Mission Components Diagram
sensors, barometric pressure
sensors, magnetometers, and accelerometers. We have plugged in a Piezo Buzzer to notify the
operator if the autopilot is armed or disarmed. The autopilot also controls the flight modes as
Figure 13. Example of aerial footageFigure 14. Mission Components
Diagram

A sonar module is an optional feature that can be installed to more accurately establish a height above
ground for more precision altitude hold and landings

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mentioned above and allows the aircraft to follow a programmed route with the help of the
GPS. In order to fly a route or preform other functions that require location the autopilot runs
an Extended Kalman Filter or EKF. An EKF is a very complicated algorithm that preforms
nonlinear state estimation. By completing the algorithm, the autopilot detects, responds, and
estimates movement about an area. The algorithm within the microprocessor receives input
from accelerometers, gyroscopes, airspeed, GPS, compass, and barometric pressure indicators
to measure differences and changes. This allows the system to determine location and
movement. As a mission component the autopilot provides flexibility and capability to the
system. On a manned aircraft the autopilot would be the same as the autopilot here but as seen
above the autopilot on a UAS does much more.

GPS. Another component that is important to the mission and required for many functions is
GPS (15) or Global Positioning System. This is the same system in your phones, cars, and
handheld GPS units. It works by sending time stamped signals from at least 4 satellites. By
measuring how long it takes for the signal to reach the unit the GPS can calculate the distance
from each satellite to triangulate the aircrafts position.9 Another feature built into the GPS unit
on our airframe is a Compass. The compass uses a magnetic sensor to identify North and
allows the aircraft
to identify its
heading. Without
these components
the aircraft would
not be able to
perform required
functions. We
have also set the
autopilot to not
arm unless there is
a strong enough
GPS signal as a
safety feature. The
GPS in sUAS
operates the same
Figure 15. Diagram explaining the process of geolocation on an airborne vehicle
way as the GPS in
manned planes.

Camera. The cameraFigurechosen16.for

Example of landing
this platform is a gear and GoPro
standard gimbal Hero
optionsFigure 17. Diagram
3 (16). This was the
best choice because itexplaining
providesthe
HD process
videoofthat
geolocation on an airborne
is automatically vehicle
saved on an SD card that can be
reviewed on the GCS or a different computer if needed as evidence. With the purchase of a
small adapter the video can also be sent directly to the GCS in real time with the use of a video
transmitter and receiver. This allows the officer to see where they are flying and the target they
are observing.

Video Transmitter/Receiver. In order to receive the video from the GoPro a video downlink
is required. The downlink is made of 2 different components: The Transmitter (17) on the
aircraft and the Receiver (18) on the ground station. The camera is attached via the adapter to
the transmitter which is powered directly off the power distribution board. Using a 5.8 gHz
band the video is sent to the receiver that is powered by either an additional battery or a DC
adapter plugged into an outlet. The video is output through the receiver to RCA cables. They

13
 can be plugged into a simple
monitor or through an EasyCap
USB adapter (19). From there the
video can be played on the software
included or in mission planner with
the HUD overlaid on the image.
With a range of around a mile the
transmitter/receiver gives the
operator a real time image from the
air allowing them to coordinate
other officers.

Figure 18. Example of aerial footage

ANALYSIS
Figure 19. eCalc-xCopter DataFigure 20. Example of aerial footage
When designing a prototype, it is critical to revisit your goals and design to provide analysis
and draw conclusions. In order to properly analyze our build, we must compare our estimates and
goals to the capabilities in testing. These factors include ease of use, performance, and required
functions. By performing an in-depth assessment, we can identify limitations and suggest changes
to our design.

Testing

Prior to completing the build, a number of performance characteristics were calculated using
eCalc-xcopter.***10 After inputting the parts we used and weight of the frame the program outputs
flight time, thrust ratio, and many other factors. Using this information, we set the goals stated in
the introduction.

Figure 21. eCalc-xCopter Data

***
eCacl: http://www.ecalc.ch/xcoptercalc.php?ecalc&lang=en
Figure 11. Weight of airframe and
componentsFigure 22. eCalc-
xCopter Data

14
The goal for flight time was ten minutes for the prototype model. In the testing we performed in
light winds, while flying standard mission maneuvers resulted in 9:45 of flight time. During
testing, the airframe successfully completed all of its flight modes as designed. During the test it
was noted that the antenna came loose as well as the wire plugging the buzzer into the autopilot.
The camera also tilted down throughout the flight but recorded and transmitted the video to the
ground station as required. These are easy fixes and will be addressed under the practical changes
section. As far as the other goals, the total cost will remain under $500 per unit as per Figure 9.
By training a subject that has not flown a sUAS before we discovered that even someone with no
experience can operated C.L.E.A.R.D. with less than an hour of training.

Figure 10. Parts List and Cost Figure 11. Weight of airframe
and components
Design Limitations

When building a UAS, like a manned plane, it is critical to know the limitations. Exceeding
limitations can be dangerous to those on the ground and can cause damage to the airframe itself.
It is critical to know and keep track of the minimum voltage of the battery because over drawing
the battery will ruin it. Another critical limitation to be aware of is speed and G-forces. Going too
fast is not only going to reduce battery life it is also a lot harder to control and respond at high
speed. G-force is the acceleration of gravity on an object meaning the force is increased while
turning or maneuvering excessively. Due to the increased force it would be possible to stress the
airframe to much resulting in damage. This is another reason to routinely inspect the airframe and
components.

Practical Changes

Part of prototype design is suggesting changes based on the testing and analysis as well as
adapting the airframe to changes in the industry. The first suggestion is to create a foam disk
around the frame and propellers that would act like a cowling.11 This would not only improve
safety, but also efficiency by using ducted fans and better aerodynamics. Another change to be
made is adding landing gear which would facilitate a slightly larger battery. While increasing the

15
size of the battery adds weight which requires more power, a larger battery will provide longer
endurance. With the added endurance we hope to gain loiter times upwards of 15 minutes. To
secure the buzzer wire some glue or zip ties should be applied so it
doesnt disconnect in flight. The final change we suggest is
adding a gimbal. In our test video the footage was
useable but visibly unsteady. A gimbal mounted
beneath the frame would stabilize the camera
providing smoother footage with the ability to be
controlled by an additional transmitter for aiming
the camera.12 These changes would increase the
capability of C.L.E.A.R.D. but would also slightly
increase the price.

Figure 23. Artist's rendition of a foam

cowling similar to the one proposed

Figure 24. Example of landing gear and gimbal options

BUILD SUMMARY

After receiving the required parts, we began assembling the model beginning with the ESCs
and motors. The wires connecting the two were bare so bullet connectors were soldered on and
heat shrink was applied. Next the ESCs and Power Module were soldered directly onto the power
distribution board and the arms were screwed into the bottom plate of the frame. Setting that
aside, holes were drilled in the top frame for the risers that are screwed into the mounting system
for the autopilot. The mounting system is made of a small plate connected to the frame via the
risers and connected to the top plate of the system with rubber gaskets. This helps eliminate
vibration of the autopilot. Also mounted to the top plate of the frame is the GPS folding mount
with the unit attached to the top of the mount. The GPS is then plugged into the autopilot. The
control leads from the ESCs are plugged into the autopilot outputs and the top plate is screwed to
the arms completing the frame. Next, the motors are screwed in and plugged into the ESCs with
the bullet connectors. The telemetry transmitter is plugged into the autopilot and placed between
the top plate and the autopilot mount. The control receiver is attached to the arm with Velcro and
plugged into the inputs of the autopilot. After attaching the receiver, a hole was drilled in the
bottom plate for a GoPro mount and the buzzer was attached to the bottom of the top plate. Next,
the power for the video transmitter is soldered to the power distribution board and the transmitter

Bullet connectors are used to easily connect motors and ESCs because they need to be switched easily

16
 is mounted on the top plate with Velcro. For now, the propellers remain off in order to safely
calibrate and finish the airframe.

Figure 26. Build Process: Bullet Connectors, Frame Components, Assembled Frame

Now that the platform is completed the autopilot firmware can be loaded. The firmware is the
code that tells the autopilot what to do. To load the firmware, the autopilot is plugged directly
into the computer and Mission Planner is opened. The firmware will automatically load and you
can unplug the cord and connect wirelessly. By completing the setup Wizard in Mission Planner,
the necessary configurations will be performed. This includes compass, accelerometers,
transmitter, flight modes and fail safes. Now that the setup is complete you must ensure the
motors spin the right way and the props are in the correct position according to Figure 2.1.1. If
the motors need to spin the opposite direction switch the bullet connectors on that motor/ESC
combination. The copter is now ready to for a test flight.

Figure 25. Setup Wizard with Accelerometer and Throttle

End Point Calibrations

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CONCLUSIONS

Part I

After completing the research and design, building and testing, I am very confident with the
direction of the C.L.E.A.R.D. mission. I spoke to a member of the Grand Forks Police
Department and he said, They are excellent tools and we are thankful to have a unit that
specializes in UAS. One of the primary uses mentioned was digitally mapping crime scenes,
especially major traffic accidents. He also mentioned that with the rapid growth of civilian UAS it
would be useful to have an anti-UAS device or counter measure. Not only would this ensure their
safety but give them the ability to stop an operator endangering others or the NAS. With a few
minor improvements I feel that this aircraft can be a critical tool on an officers belt. With the
successful implementation of C.L.E.A.R.D. small departments will have the ability to gain the
aerial advantage just like large departments with helicopter units. But that is not to say larger
departments would not benefit as well. If officers on the ground had an sUAS they could respond
safer, more accurately, and in a timely matter without drawing as much attention as a helicopter.
While C.L.E.A.R.D. is a relatively inexpensive option for Law Enforcement, it could be, without
a doubt, one of the most invaluable tools an officer has.

Part II

Over the course of this project I gained a much better understanding of the systems that go into
a UAS and how they relate to manned aircraft. More specifically I learned how a brushless motor
compares to a brushed motor, how batteries work along with proper care, and the purpose of an
ESC. I also learned how to calibrate the autopilot and use the mission planner software as well as
so much more. Throughout the project we walked through some of the math that applies to UAS.
This helped to prove the concept and allowed us to make performance calculations on the
airframe. As a student pursuing a career involving small and large Unmanned Aircraft the things I
have learned will be very valuable to me. This class has prepared me for my career and has
spiked my interest in the hobby as well, allowing me to continue to grow in the UAS industry. In
review, the system I chose was a very good model for understanding the principles discussed in
class and applying them to my build.

ACKNOWLEDGMENTS

Special thanks to Professor Trapnell for outfitting the

class with tools and supplies to complete our projects.
Also, for giving me the information needed to
understand the components and principles of sUAS.
Without his knowledge and assistant this project would
have been nearly impossible. Finally, thank you for
reigniting my enjoyment of building and flying R/C and
quadcopters.

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