Comment

Comment by Michael Pursifull on November 7, 2011 at 9:12am

See flybrushless.com for other data. The DIYD/jdrones props are not in there, but should give you good comparison datasets to work with. 

Comment by Michael Pursifull on November 7, 2011 at 9:10am

From the jDrones Website 850Kv motor power out put from ESC, 3S LiPo, 10x45 Propeller 25% 50% 75% 100% Amp Wattage Thrust 1 A 11W 170gr 3.4 A 38W 433gr 9 A 100W 855gr 12.2 A 135W 1095gr

880Kv motor power out put from ESC, 3S LiPo, 12x45 Propeller 25% 50% 75% 100% Amp Wattage Thrust 1.5 A 17.5W 230gr 6.1 A 70W 650gr 14.2 A 160W 1290gr 20A A 210W 1380gr

Comment by Jan van Hulzen on November 7, 2011 at 9:06am

Hi,

 

is there information available on the lift characteristics of the arducopter propellers? I am looking for information to use in a theoretical calculation where i am able to relate lift to rpm.

 

thank you for any information

 

Jan

Comment by Dara Shayda on November 3, 2011 at 10:43am

Sorry, I did not mean to name drop.

 

For Canadians they can use these offices to get more info or apply for licenses:

 

http://www.tc.gc.ca/eng/civilaviation/standards/general-recavi-regi... 

 

We will do so since we like to fly for commercial activities.

 

Comment by Ellison Chan on November 3, 2011 at 10:34am

@Dara Shayda

 

I'm sure Chris will have opinion, but since he's not a lawyer, he'll probably not want to give us a legal opinion.  The laws are simply not caught up with the technology yet, and if we all operate our Arducopters responsibly, there will be no need for any government to have to pass laws to limit our use of them.

 

Comment by AndrewF on November 3, 2011 at 10:23am

Many people are currently using Xbee radios for telemetry that are capable of communicating with a UAV beyond visual range.  Using a cell phone would just be an alternate way of implementing the telemetry link (albeit with the potential for MUCH longer range telemetry). It doesn't change the fact that it would still be up to each user to be aware of laws in their area.  Having the capability for the UAV to access data from the internet, such as maps, or other databases might allow for some really cool features.

Comment by Dara Shayda on November 3, 2011 at 10:13am

Hello Mr. Chan

 

Please consult with Mr. Anderson here, I believe you cannot operate recreational UAVs if you cannot see them with unaided eyes as the operator. 

 

 

Comment by Ellison Chan on November 3, 2011 at 10:11am

@Dara Shayda

 

Very interesting reading Dara.  Thanks for the links.

According to this excerpt:

How unmanned air vehicles are different from model aircraft

"Model aircraft" means an aircraft, the total weight of which does not exceed 35 kg(77.2 pounds), that is mechanically driven or launched into flight for recreational purposes and that is not designed to carry persons or other living creatures. Although some micro unmanned air vehicles may weigh less than 35 kg, they are operated by research institutions and other organizations for non-recreational purposes.

 

In Canada, we fall under "recreational purposes".  If I plan to run Arducopter in a non-recreational purpose, I need to apply for a license.

Developer Comment by R_Lefebvre on November 3, 2011 at 9:49am

That very clearly states that if it's for recreational purposes, it's not a UAV, and therefore all the rules regarding UAV's, including the need for an SFOC, do not apply. 

Comment by Dara Shayda on November 3, 2011 at 9:32am

Here is an example from CANADA TRANSPORT:

 

I believe American FCC is quite a bit more restricted.

http://www.tc.gc.ca/eng/civilaviation/standards/general-recavi-broc...

Unmanned Air Vehicles Operating Beyond Visual Range

More and more UAV operators are making applications for Special Flight Operations Certificates (SFOCs) where the UAV is to be operated beyond visual range.  Once the applicant demonstrates the ability to conduct a safe operation, the Minister shall issue the special flight operations certificate.  The SFOC process allows each application to be considered on it's own merits, and the operator must evaluate the risks associated with the proposed operation and provide satisfactory risk mitigation measures.

 

Until that time arrives, UAV operators proposing to operate beyond visual range need to be aware that, depending on the mission and the operating environment, it may not be possible to find ways to safely integrate the operation with the manned aircraft.  Each SFOC application will, of course, continue to be assessed on an individual basis.

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