A Major Project Phase-II Report on

“Fixed wing UAV with TAWS”

Submitted in partial fulfilment of the requirement for the award of degree of

BACHELOR OF TECHNOLOGY
in
AERONAUTICAL ENGINEERING
by

ABHISHEK DASH (21R21A2101)

BHARGAV TEJ (21R21A2108)
PARTH JALA (21R21A2139)

Under the esteemed guidance of

Mr. A. Sai Kumar, MTech.

Associate Professor
Department of Aeronautical Engineering

at

MLR Institute of Technology

(Approved by AICTE and Permanent Affiliated to JNTU, Hyderabad)
(UGC-Autonomous)
Laxman Reddy Avenue, Dundigal, Quthbullapur, Mandal, Hyderabad-43. R.R.Dist.
2021-2025
Affiliated to

Jawaharlal Nehru Technological University

Kukatpally, Hyderabad
2025
 MLR Institute of Technology
(Approved by AICTE and Affiliated to JNTU, Hyderabad) Laxman
Reddy Avenue, Dundigal, Qutbullahpur Mandal, Hyderabad-43. R.R.Dist.
2021-25
CERTIFICATE

This is to certify that the Project phase-I report entitled “Fixed wing UAV with TAWS” is the
bon-a-fide work carried out and submitted by

ABHISHEK DASH (21R21A2101)

BHARGAV TEJ (21R21A2108)
PARTH JALA (21R21A2139)

To the Department of Aeronautical Engineering, MLR Institute of Technology Hyderabad, In

partial fulfilment for the award of BACHELOR OF TECHNOLOGY IN AERONAUTICAL
ENGINEERING during the academic year 2024-2025.

Internal Guide Head of Department

Mr. A. Sai Kumar, MTech. Dr. M. Satyanarayana Gupta, MTech, Ph.D.,
Associate Professor Professor & Head
Department of Aeronautical Engineering Department of Aeronautical Engineering
 ACKNOWLEDGEMENT

The successful completion of this project is a result of the unwavering support and guidance of
several individuals. Their contributions have played a vital role in its success.

Foremost, sincere gratitude is extended to the project guide, Mr. A. Sai Kumar, for his continuous
support, patience, motivation, enthusiasm, and immense knowledge. His guidance was
instrumental throughout the project journey, from execution to the preparation of this
documentation. His role as an advisor and mentor has been invaluable in ensuring the successful
completion of the major project.

Special thanks are also extended to Dr. M Satyanarayana Gupta, Professor & Head of the
Department and Dr. Vivek Anand for their timely guidance and support, ensuring the project was
completed within the stipulated time.

Heartfelt appreciation is expressed to Mr. Nirmith Kumar of the Aeronautical Department for his
technical advice and insightful suggestions, which helped overcome challenges and maintained
enthusiasm throughout the project. Gratitude is also extended to Mr. S Sreekanth, the project
coordinator, for his valuable inputs and constant encouragement.

The support and encouragement provided by the principal, Dr. K Srinivas Rao, is deeply
appreciated. His motivation throughout the course has been a driving force in the successful
completion of the project.

Acknowledgment is also due to the colleagues who provided friendship, intellectual input, and a
lively atmosphere in the lab, making the experience both educational and enjoyable. Thanks are
extended to all the faculty members and staff of the Department of Aeronautical Engineering for
their support throughout the project and the academic journey.

Lastly, heartfelt gratitude is expressed to the parents and the members of MLR Institute of
Technology for their constant encouragement and cooperation, which contributed significantly to
the successful completion of the project.

ABHISHEK DASH (21R21A2101)

BHARGAV TEJ (21R21A2108)
PARTH JALA (21R21A2139)
 DECLARATION
We do declare that the project work entitled “Fixed wing UAV with TAWS” submitted
in the department of Aeronautical Engineering (AE), MLR Institute of Technology, Hyderabad-
43, in partial fulfilment of the requirement for the award of the degree of Bachelor of Technology
in AERONAUTICAL ENGINEERING is a bon-a-fide record of our own work carried out at
MLRIT under the esteemed supervision of Mr. S. SREEKANTH, Assistant Professor,
Aeronautical Engineering, MLR Institute of Technology.

Also, we declare that the matter embodied in this major project has not been submitted
previously by anyone to any other university or institute for the award of any other degree/diploma.

ABHISHEK DASH (21R21A2101)

BHARGAV TEJ (21R21A2108)
PARTH JALA (21R21A2139)
 Table of Contents

List of Figures i
Abbreviations i
Abstract ii
Chapter 1: Introduction 1

1.1 Overview 1

1.2 Problem Statement Analysis 2

Chapter 2: Literature Survey 4

Chapter 3: TAWS 8

3.1 TA (Terrain Avoidance) 8

3.2 WS (Warning System) 9

CHAPTER 4: INSTRUMENTATION 10

4.1 HARDWARE 10

4.1.1 LiDAR (Light Detection And Ranging) 10

4.1.2 Fight Controller 11

4.1.3 Airspeed Sensor 14

4.1.4 GPS (Global Positioning System) 15

4.2 SOFTWARE (mission planner) 17

Chapter 5: CIRCUITS and FLIGHT CHECKS 20

5.1 CIRCUIT 20

5.2 Flight Checks 22

Chapter 6: CONCLUSION 28

APPENDIX 30

REFERENCES 61
 LIST OF FIGURES

Figure 1.1 Fixed wing UAV 03

Figure 2.1 TAWS in real time 07

Figure 4.1 LiDAR 11

Figure 4.2 Pixhawk cube orange+ 13

Figure 4.3 A/S Indicator + Pitot tube 15

Figure 4.4 GPS 17

Figure 4.5 Mission Planner 19

Figure 5.1 Calibration 27

Figure 5.2 A/S and path 27

Figure 6.1 Flight 29

ABBREVATIONS

TAWS Terrain Avoidance and Warning System

UAV Unmanned Aerial Vehicle
CFIT Controlled Flight Into Terrain
LiDAR Light Detection And Ranging
GCS Ground Control Station
GPS Global Positioning System
IMU Inertial Measurement Units
CAN Controller Area Network
HUD Head Up Display
 MLR Institute of Technology

CHAPTER 1: INTRODUCTION
1.1 OVERVIEW

Terrain Awareness and Warning Systems (TAWS) play a critical role in enhancing the
safety and autonomy of Unmanned Aerial Vehicles (UAVs), particularly in fixed-wing
platforms operating in complex or low-visibility environments. This project focuses on
the development and integration of a TAWS using Pixhawk, an open-source autopilot
hardware, and a LiDAR (Light Detection and Ranging) sensor. The aim is to equip a
fixed-wing UAV with real-time terrain detection and avoidance capabilities, ensuring
safe navigation by providing early warnings and adaptive flight path corrections in the
presence of obstacles or terrain variations.

Pixhawk, known for its versatility and compatibility with popular flight control
software such as PX4 and Ardupilot, serves as the core flight controller in this system.
It enables the UAV to process sensor data, execute autonomous missions, and respond
dynamically to terrain information. The integration of a LiDAR sensor enhances the
system by providing accurate distance measurements and topographical data through
laser pulses. This allows for precise detection of terrain contours and potential hazards
during flight, even in challenging conditions such as night operations or GPS-denied
environments.

By leveraging LiDAR’s high-resolution depth sensing and Pixhawk’s robust control

architecture, the TAWS is designed to continuously map the terrain ahead of the UAV.
It processes the data in real-time to trigger warnings or initiate evasive manoeuvres
when necessary. This significantly reduces the risk of Controlled Flight Into Terrain
(CFIT), a major concern in autonomous aviation.

The successful implementation of this project has the potential to improve mission
safety, particularly in applications such as environmental monitoring, disaster
management, and military reconnaissance. It also sets the foundation for more advanced
autonomous flight systems, contributing to the broader field of UAV navigation and
safety technologies.

Department of Aeronautical Engineering 1|Page

 MLR Institute of Technology

1.2 PROBLEM STATEMENT ANALYSIS

Fixed-wing Unmanned Aerial Vehicles (UAVs) have become an essential component

in numerous applications, including environmental monitoring, agricultural
surveillance, search and rescue, and military reconnaissance. Their ability to cover large
distances efficiently and maintain stable flight makes them ideal for long-range
missions. However, one of the most significant challenges faced by fixed-wing UAVs
is navigating unknown or unstructured terrain, especially when operating in areas with
incomplete maps, dynamic environments, or limited visibility. Unlike rotary-wing
UAVs, fixed-wing aircraft cannot hover or make tight manoeuvres, making them more
vulnerable to terrain-related hazards.

Unknown terrain presents several threats to fixed-wing UAV operations. The primary
risk is CFIT, where the UAV inadvertently crashes into the ground or an obstacle due
to inaccurate altitude estimation, lack of real-time terrain awareness, or GPS errors.
This can occur in mountainous regions, forested areas, or urban environments where
the elevation changes rapidly or where buildings and natural obstacles are not included
in the UAV’s pre-programmed flight path. Fixed-wing UAVs often fly at higher speeds,
leaving little room for last-moment evasive manoeuvres, further compounding the
danger.

Another issue arises in GPS-denied environments, such as deep valleys, dense forests,
or regions affected by signal jamming. In such cases, the UAV may struggle to maintain
accurate position data, increasing the likelihood of terrain collisions. Moreover, during
low-visibility conditions like night missions, fog, or dust storms, traditional sensors like
cameras become less effective, making real-time terrain mapping even more
challenging.

To address these challenges, our project introduces an advanced TAWS that combines
a Pixhawk flight controller with a LiDAR sensor for fixed-wing UAVs. Pixhawk, an
open-source and widely adopted autopilot system, offers robust flight management
capabilities and compatibility with various software frameworks like PX4 and
Ardupilot. When paired with LiDAR—a technology that uses laser pulses to generate
accurate, high-resolution distance measurements—the UAV gains the ability to "see"
and understand the terrain in real-time.

Department of Aeronautical Engineering 2|Page

 MLR Institute of Technology

LiDAR provides a 3D map of the terrain ahead by scanning and measuring distances to
the ground and obstacles. This data is then processed by the Pixhawk system, which
adjusts flight parameters accordingly to avoid potential hazards. If the system detects
rising terrain or an obstacle in the flight path, it can either alert the operator or
autonomously execute avoidance manoeuvres, such as altitude adjustments or path
redirection. This greatly reduces the likelihood of CFIT and enhances overall mission
safety.

Our TAWS solution is especially valuable for missions in uncharted, dynamic, or

hazardous areas. It allows fixed-wing UAVs to operate safely even when GPS data is
unreliable

Fig. 1.1: Fixed wing UAV

Department of Aeronautical Engineering 3|Page

 MLR Institute of Technology

CHAPTER 2: LITERATURE SURVEY

The increasing adoption of unmanned aerial vehicles (UAVs), particularly fixed-wing
platforms, in diverse applications such as environmental monitoring, precision
agriculture, and defence has necessitated the development of advanced safety systems
to prevent accidents and improve autonomous navigation. One critical safety
mechanism is the Terrain Awareness and Warning System (TAWS), which is designed
to provide real-time information about terrain and obstacles in the flight path of a UAV.
This system becomes even more essential when the UAV is operating in unstructured
or unfamiliar terrain. In recent years, research and practical implementations have
explored the integration of TAWS with technologies such as Pixhawk flight controllers,
LiDAR sensors, and ground control software like Mission Planner to enhance the
situational awareness and operational safety of fixed-wing UAVs.

Pixhawk, developed by the PX4 open-hardware project, has emerged as a popular

choice for UAV autopilot systems due to its open-source architecture, scalability, and
compatibility with various software platforms including Ardupilot and PX4 firmware.
Its robust set of features, including multiple sensor support, autonomous flight
capabilities, and real-time telemetry, make it suitable for implementing complex safety
systems like TAWS. Numerous studies have highlighted Pixhawk’s reliability in
managing autonomous missions while integrating third-party sensors such as GPS,
barometers, magnetometers, and importantly, LiDAR systems.

LiDAR (Light Detection and Ranging) has become an indispensable sensor in terrain
mapping and obstacle detection. It functions by emitting laser pulses and measuring the
time it takes for the reflections to return from objects. This data is used to generate
accurate three-dimensional models of the terrain, which can be processed to detect
changes in elevation or the presence of obstacles. In the context of fixed-wing UAVs,
LiDAR sensors provide critical real-time altitude and proximity data that allow for
proactive navigation adjustments. Unlike camera-based systems, LiDAR performs
effectively in low-light or adverse weather conditions, making it highly suitable for
TAWS applications.

Several academic and industrial research projects have focused on integrating LiDAR
with Pixhawk-controlled UAVs to improve terrain awareness. For instance, researchers

Department of Aeronautical Engineering 4|Page

 MLR Institute of Technology

have developed systems where LiDAR-generated terrain profiles are fed into the
Pixhawk through the MAVLink protocol, allowing the autopilot to adjust the flight path
in response to real-time environmental inputs. This setup often involves using
companion computers such as Raspberry Pi or NVIDIA Jetson to handle the
computational load of processing LiDAR data and generating navigation decisions. The
processed data is then sent back to the Pixhawk for execution.

The role of Mission Planner, an open-source ground control station (GCS) software, is
equally vital in TAWS implementations. Mission Planner supports detailed mission
planning, telemetry analysis, real-time flight data visualization, and integration with
external sensors and systems. It provides a graphical interface for uploading waypoints,
setting flight parameters, and monitoring live data streams from the UAV. In TAWS
projects, Mission Planner can be used to visualize LiDAR data overlays on terrain
maps, receive warnings or alerts, and even manually override autonomous decisions if
necessary. It acts as the operator’s primary interface for interacting with the UAV and
managing its mission in conjunction with terrain-aware navigation logic.

The literature reveals various approaches to combining these three components—

Pixhawk, LiDAR, and Mission Planner—into a cohesive TAWS framework. In one
implementation, a fixed-wing UAV was equipped with a downward-facing LiDAR to
maintain constant altitude over uneven terrain. The LiDAR provided continuous
measurements of the distance between the UAV and the ground, allowing the Pixhawk
to adjust the elevator controls and throttle to maintain a consistent altitude, especially
when flying over hills or valleys. Data was logged and analysed in Mission Planner to
validate the performance and accuracy of the system.

Other projects have experimented with forward-looking LiDAR configurations that

scan the terrain ahead of the UAV rather than directly beneath it. This setup allows the
system to anticipate rising terrain and initiate climb manoeuvres before a collision
becomes imminent. These implementations often involve predictive algorithms that
compare the UAV’s current trajectory with upcoming terrain features, calculating safe
flight paths in real-time. Such capabilities are particularly useful in mountainous
regions or urban environments where sudden elevation changes are common.

Department of Aeronautical Engineering 5|Page

 MLR Institute of Technology

In terms of system architecture, most implementations of TAWS using Pixhawk, and

LiDAR follow a modular design. The Pixhawk handles core flight functions and
stabilization, while a companion computer handles sensor fusion, terrain modelling,
and path planning. The Mission Planner serves as both a development and operational
tool, offering configuration, visualization, and feedback capabilities. MAVLink, the
communication protocol used by Pixhawk, enables seamless integration between these
components, facilitating two-way communication between the flight controller, the
companion computer, and the ground station.

Power and weight considerations also play a significant role in TAWS design for fixed-
wing UAVs. LiDAR sensors, depending on their resolution and range, can be relatively
heavy and power intensive. Therefore, the choice of LiDAR is often a balance between
performance and payload constraints. Many projects utilize lightweight solid-state
LiDAR or range-finding modules optimized for UAV use. The Pixhawk’s low power
consumption and wide compatibility with peripherals make it a favourable choice for
energy-efficient system integration.

The integration process is not without challenges. One of the key difficulties reported
in the literature is sensor calibration and synchronization. Accurate terrain modelling
requires precise timing and alignment between the LiDAR measurements and the
UAV’s positional data. Any delay or drift in these measurements can lead to inaccurate
terrain representations, resulting in incorrect avoidance manoeuvres. Researchers have
developed various calibration techniques, including timestamp synchronization and
sensor fusion algorithms, to address this issue.

Another challenge lies in the processing of large volumes of LiDAR data in real-time.
High-resolution LiDAR can generate thousands of data points per second, which must
be processed quickly to be useful for flight control. This necessitates the use of efficient
algorithms and capable onboard computing platforms. Several studies have employed
machine learning approaches and real-time data filtering techniques to optimize
performance and ensure that only relevant terrain features are passed to the Pixhawk
for flight control decisions.

Safety validation and field testing are also critical aspects of TAWS development.
Many researchers conduct simulated flights using SITL (Software In The Loop) and

Department of Aeronautical Engineering 6|Page

 MLR Institute of Technology

HITL (Hardware In The Loop) environments provided by Mission Planner and PX4 to
test their systems under various terrain and flight scenarios before deploying them in
actual field tests. These simulations help fine-tune system parameters and identify
potential failure modes without risking physical damage to the UAV.

In conclusion, the integration of TAWS into fixed-wing UAVs using Pixhawk, LiDAR,
and Mission Planner represents a significant advancement in autonomous flight safety.
The combined use of a reliable flight controller, high-resolution terrain sensing, and
comprehensive ground control software enables UAVs to navigate challenging terrains
more effectively and with higher confidence. Ongoing research continues to improve
the efficiency, accuracy, and real-world applicability of these systems, contributing to
the broader goal of creating safer, smarter, and more autonomous aerial vehicles.

Fig. 2.1: TAWS in real time

Department of Aeronautical Engineering 7|Page

 MLR Institute of Technology

CHAPTER 3: TAWS (TERRAIN AVOIDANCE AND

WARNING SYSTEM)
3.1 TA (TERRAIN AVOIDANCE)

Terrain avoidance is a critical aspect of autonomous navigation in fixed-wing

Unmanned Aerial Vehicles (UAVs), particularly when operating in unfamiliar, rugged,
or dynamically changing environments. Fixed-wing UAVs, unlike multirotor drones,
are constrained by their inability to hover or make abrupt directional changes. They
require a continuous forward motion to generate lift and thus have limited
manoeuvrability during close encounters with terrain or obstacles. This limitation
makes real-time terrain awareness and avoidance systems essential to ensure safe and
efficient operation.

In traditional navigation systems, fixed-wing UAVs rely on pre-programmed

waypoints, GPS data, and altitude settings. However, such approaches fall short in
unpredictable environments where terrain features might be unknown, or GPS data is
inaccurate or unavailable. In these situations, terrain avoidance becomes a dynamic
challenge, requiring the UAV to sense and adapt to its surroundings in real time. Failure
to do so can result in Controlled Flight Into Terrain (CFIT), one of the most common
causes of UAV crashes during autonomous missions.

LiDAR (Light Detection and Ranging) technology provides a powerful solution to this
problem. It works by emitting rapid pulses of laser light and measuring the time it takes
for the reflections to return from surfaces. By doing this thousands of times per second,
LiDAR builds a precise, three-dimensional map of the terrain and obstacles ahead of
the UAV. This real-time data allows the onboard flight controller to recognize rising
terrain or unexpected features such as trees, hills, or buildings.

For fixed-wing UAVs, forward-facing or downward-tilted LiDAR sensors can

constantly scan the flight path and provide altitude feedback relative to the ground.
When integrated with an autopilot system such as Pixhawk, the UAV can respond to
LiDAR input by adjusting its altitude or altering its course to avoid terrain, even in
GPS-denied or low-visibility conditions.

Department of Aeronautical Engineering 8|Page

 MLR Institute of Technology

In conclusion, LiDAR significantly enhances the terrain avoidance capabilities of

fixed-wing UAVs. By providing accurate, real-time terrain data, it enables safe
navigation over complex landscapes and improves mission reliability, making it an
indispensable technology in modern UAV systems.

3.2 WS (WARNING SYSTEM)

In fixed-wing Unmanned Aerial Vehicles (UAVs), flight control systems and

automation play a critical role in enabling effective terrain avoidance and overall flight
safety. Given the nature of fixed-wing UAVs—which require continuous forward
motion and cannot hover like rotary-wing drones—the ability to make timely,
autonomous decisions in response to environmental hazards is essential. Flight control
systems, when integrated with advanced warning mechanisms, form the core of an
intelligent Terrain Awareness and Warning System (TAWS).

The flight control system of a fixed-wing UAV typically includes components such as
the elevator, rudder, ailerons, and throttle. These are manipulated through servos
controlled by an onboard autopilot system such as Pixhawk. When the UAV detects a
potential threat, like rapidly rising terrain or unexpected obstacles, the flight controller
must respond by adjusting these control surfaces to redirect the aircraft safely. This
might involve initiating a climb, changing course, or adjusting speed to avoid collision.

Automation enhances this system by eliminating the need for constant human input,
enabling real-time responses based on sensor data. Modern fixed-wing UAVs use
autopilot firmware such as ArduPilot or PX4, which includes built-in support for
terrain-following and avoidance features. These systems receive input from external
sensors like GPS, barometers, and LiDAR. When terrain data—often supplied by
LiDAR—indicates an obstacle or steep elevation ahead, the flight controller
autonomously calculates a new safe flight path and adjusts the control surfaces
accordingly.

The warning system itself often includes software algorithms that analyse terrain
elevation in relation to the UAV’s current trajectory and velocity. If the aircraft is at
risk of collision, a warning is triggered either through alerts in the ground control station
or through automated flight corrections.

Department of Aeronautical Engineering 9|Page

 MLR Institute of Technology

CHAPTER 4: INSTRUMENTATION
4.1 HARDWARE

4.1.1 LIDAR(LIGHT DETECTION AND RANGING)

LiDAR, which stands for Light Detection and Ranging, is a remote sensing technology
that measures distances to a target by emitting laser light and measuring the time it
takes for the reflected signal to return. By rapidly pulsing laser beams and analyzing
their return times, LiDAR can generate precise three-dimensional information about
surrounding objects and terrain. It is widely used in autonomous vehicles, robotics,
surveying, agriculture, and increasingly, in UAV systems for tasks like terrain mapping
and obstacle avoidance.

One widely used LiDAR model in small UAV and robotic applications is the TF-02
Pro LiDAR, developed by Benewake. The TF-02 Pro is a cost-effective and compact
time-of-flight (ToF) laser rangefinder, well-known for its robustness and adaptability
to different environmental conditions. It is particularly suited for outdoor applications
due to its extended range, strong anti-interference capabilities, and environmental
resistance.

The TF-02 Pro operates in a single-point range-finding mode and has a maximum
measuring distance of 40 meters in outdoor environments, depending on the
reflectivity of the target. This makes it suitable for medium-range obstacle detection
and terrain following in UAV applications. The sensor works in a wavelength range
of 850 nm and uses a pulse-based measurement system. It provides high-frequency
output, up to 1000 Hz, which is useful for real-time data collection in dynamic
environments.

In terms of environmental resistance, the TF-02 Pro features an IP65-rated enclosure,

meaning it is protected against dust and low-pressure water jets from any direction.
This makes it reliable in a variety of field conditions, including rain, dust, and wind. It
also performs well under strong ambient light, which is essential for outdoor UAV
missions.

Department of Aeronautical Engineering 10 | P a g e

 MLR Institute of Technology

Another key feature of the TF-02 Pro is its compact size and light weight, making it
ideal for integration into drones, especially fixed-wing UAVs where weight and
aerodynamic profile are critical. The sensor is easy to mount and interface, supporting
common communication protocols such as UART and I²C. This compatibility allows
seamless integration with microcontrollers, flight controllers like Pixhawk, or
companion computers.

The TF-02 Pro is often used in terrain-following systems in UAVs, where it provides
real-time altitude data relative to the ground. This allows the flight controller to adjust
the UAV’s flight altitude in response to changes in terrain, preventing collisions and
maintaining mission accuracy. It is also used in precision landing systems, where
accurate distance measurement is critical for ensuring a soft and accurate touchdown.

In summary, the TF-02 Pro LiDAR sensor is a reliable, efficient, and cost-effective
solution for a variety of UAV and robotic applications. Its high accuracy, compact
design, environmental durability, and ease of integration make it particularly well-
suited for tasks such as terrain awareness, obstacle detection, and autonomous
navigation in outdoor environments.

Fig. 4.1: LiDAR

4.1.2 FIGHT CONTROLLER

The flight controller is the central component of any Unmanned Aerial Vehicle (UAV),
functioning as the brain of the system. In fixed-wing UAVs, it manages critical aspects
of flight such as stabilization, navigation, mission execution, and communication with

Department of Aeronautical Engineering 11 | P a g e

 MLR Institute of Technology

ground control. One of the most advanced and widely used flight controllers in both
research and commercial UAVs is the Pixhawk Cube Orange+. This flight controller
stands out for its powerful processing capabilities, wide sensor compatibility, and
robust performance in complex autonomous missions.

The Pixhawk Cube Orange+ is the successor to the Cube Orange, developed by Hex
and supported by the open-source PX4 and ArduPilot communities. It is designed for
professional and industrial UAV applications, including fixed-wing platforms that
require high stability and precision in flight control. The flight controller is built around
a high-performance STM32H7 dual-core processor, which significantly improves
computational speed and data handling compared to previous models. This processing
power is essential for running advanced algorithms related to navigation, sensor fusion,
and real-time decision-making.

One of the key strengths of the Cube Orange+ is its modular architecture. The flight
controller is housed in a shock-absorbing “Cube” that can be paired with different
carrier boards, allowing users to scale or customize hardware connections according to
their needs. For fixed-wing UAVs, which often require integration with GPS modules,
airspeed sensors, servos, telemetry radios, and additional payloads like LiDAR or
cameras, this modularity is extremely beneficial.

The Cube Orange+ includes triple-redundant IMUs () and dual barometers, providing
a high level of fault tolerance. This redundancy ensures that if one sensor fails or
produces erroneous data, the system can switch to a backup, maintaining safe and stable
flight. This is particularly valuable in fixed-wing UAVs, which cannot easily recover
from sudden instability or sensor failure during high-speed, forward flight.

In addition to hardware reliability, the Cube Orange+ supports advanced software

features through ArduPilot or PX4 firmware. These include autonomous waypoint
navigation, terrain following, geofencing, return-to-launch, and mission planning—all
crucial for long-range fixed-wing operations. It is also compatible with Mission
Planner and other ground control software, allowing users to plan, monitor, and
analyze missions in real time.

Department of Aeronautical Engineering 12 | P a g e

 MLR Institute of Technology

The controller supports a variety of I/O ports and communication protocols,

including CAN, I²C, UART, and SPI. This flexibility allows integration with a broad
range of external sensors and devices. For example, a LiDAR sensor can be connected
to enhance terrain awareness, or an RTK GPS module can be used for centimeter-level
positioning.

In conclusion, the Pixhawk Cube Orange+ is a powerful, reliable, and versatile flight
controller ideally suited for fixed-wing UAVs. Its advanced processing power, sensor
redundancy, and broad compatibility enable precise autonomous control, mission
flexibility, and robust safety features—making it a critical component in professional
UAV applications.

Fig.4.2: Pixhawk Cube Orange+

Department of Aeronautical Engineering 13 | P a g e

 MLR Institute of Technology

4.1.3 AIRSPEED SENSOR

In fixed-wing Unmanned Aerial Vehicles (UAVs), accurate airspeed measurement is

critical for safe, efficient, and stable flight. Unlike multirotor drones that rely mainly
on GPS-based speed estimation, fixed-wing UAVs operate in a more aerodynamically
sensitive regime. Airspeed directly affects lift generation, control surface response, stall
prevention, and energy efficiency. To ensure optimal performance, fixed-wing UAVs
commonly use dedicated airspeed sensors, among which the MS4525DO airspeed
sensor combined with a Pitot tube is a popular and reliable solution.

The MS4525DO is a high-precision differential pressure sensor designed specifically

for aerospace applications, including UAVs. It measures the difference in pressure
between two input ports and outputs a corresponding digital signal via I²C or SPI
communication protocols. This differential pressure is used to calculate the dynamic
pressure experienced by the UAV, which, in turn, is used to determine the airspeed.
Unlike GPS, which measures ground speed, airspeed sensors account for wind effects,
giving the UAV a more accurate understanding of its behavior in the air.

In a typical setup, the MS4525DO is paired with a Pitot-static tube, a device with two
openings: one facing directly into the airflow (Pitot port) and another exposed to
ambient air pressure (static port). The Pitot port captures the total (stagnation) pressure,
while the static port measures atmospheric pressure. The MS4525DO measures the
difference between these two pressures to calculate dynamic pressure, from which the
true airspeed is derived using fluid dynamics equations.

This system is especially important in fixed-wing UAVs for several reasons. Firstly,
maintaining a minimum airspeed is essential to avoid stalling—a condition where the
aircraft loses lift due to low speed. Secondly, airspeed is required for efficient throttle
control, energy management, and accurate altitude hold. For autonomous missions,
particularly those involving variable weather conditions or terrain-following flight
paths, airspeed data helps the flight controller make precise, real-time decisions.

The MS4525DO sensor is known for its high resolution and low noise performance,
making it suitable for small to medium-sized UAVs. It typically provides airspeed
readings within a range of ±1 PSI (pounds per square inch), corresponding to about 100

Department of Aeronautical Engineering 14 | P a g e

 MLR Institute of Technology

m/s of airspeed, with an accuracy suitable for most UAV applications. Its compact size,
lightweight design, and digital output make it easy to integrate with flight controllers
like Pixhawk via I²C.

One of the most significant advantages of using the MS4525DO with a Pitot tube is its
ability to provide real-time, accurate airspeed measurements regardless of wind
conditions. This capability allows the autopilot system to adjust pitch, throttle, and
control surfaces to maintain safe and efficient flight. Furthermore, during automated
takeoffs and landings, accurate airspeed is crucial for smooth transitions and stability.

In summary, the MS4525DO airspeed sensor and Pitot tube combination is a vital
component in fixed-wing UAVs. It enables precise airspeed monitoring, supports
advanced flight control algorithms, and enhances overall flight safety and performance,
making it indispensable in modern autonomous UAV operations.

Fig. 4.3: Airspeed Sensor + Pitot Tube

4.1.4 GPS (GLOBAL POSITIONING SYSTEM)

Global Positioning System (GPS) technology is one of the most fundamental

components in the operation of Unmanned Aerial Vehicles (UAVs), especially in fixed-

Department of Aeronautical Engineering 15 | P a g e

 MLR Institute of Technology

wing platforms. It enables precise location tracking, autonomous navigation, waypoint

missions, and return-to-home functionality. In modern UAV systems, high-
performance GPS modules like the Here3+ GNSS are widely used due to their
accuracy, reliability, and advanced positioning features.

The Here3+ GPS is a professional-grade Global Navigation Satellite System (GNSS)

module developed by Hex Technology. It is compatible with open-source autopilot
platforms such as ArduPilot and PX4, and is designed to work seamlessly with flight
controllers like the Pixhawk Cube series. The Here3+ uses multiple satellite
constellations—such as GPS, GLONASS, Galileo, and BeiDou—allowing for global
coverage and improved satellite acquisition speed. This multi-constellation capability
enhances positioning accuracy and reduces the chances of losing satellite lock, even in
areas with partial obstruction, such as mountainous terrain or forested regions.

One of the key features of the Here3+ GPS is its support for Real-Time Kinematic
(RTK) positioning. RTK technology enables centimeter-level accuracy by correcting
the signal received from satellites using a reference base station. This is especially
useful in applications requiring high-precision navigation, such as aerial surveying,
precision agriculture, and long-range autonomous flight. For fixed-wing UAVs, RTK
ensures better path tracking, more accurate waypoint navigation, and safer landing
procedures.

In addition to GPS functionality, the Here3+ integrates a digital compass

(magnetometer), a barometer, and a 3-axis IMU, making it more than just a GPS
module. These onboard sensors provide additional orientation and altitude data to the
flight controller, improving the overall situational awareness and redundancy of the
system. The magnetometer helps in heading estimation, which is vital for fixed-wing
aircraft, as it affects direction control during autonomous missions.

The Here3+ is also known for its CAN (Controller Area Network) communication
interface, which is more robust and noise-resistant compared to older UART/I²C
protocols. CAN allows for higher data rates and better error handling, reducing
interference from other electronics onboard. This is particularly advantageous in fixed-
wing UAVs, where long cable runs and high-power systems can introduce electrical
noise that degrades signal quality.

Department of Aeronautical Engineering 16 | P a g e

 MLR Institute of Technology

Another benefit of the Here3+ is its built-in vibration damping and LED indicators.
The damping system helps maintain consistent sensor performance, even when
mounted on airframes subject to motor vibrations or airframe resonance. The LED
indicators provide real-time status feedback on GPS lock, RTK status, and other critical
system states, helping users quickly diagnose issues during pre-flight checks.

In summary, the Here3+ GPS module is an advanced, reliable, and highly accurate
navigation solution for fixed-wing UAVs. Its support for multi-constellation GNSS,
RTK corrections, robust CAN communication, and integrated sensors makes it an
essential component for autonomous flight. With the Here3+, fixed-wing UAVs can
perform complex missions with greater accuracy, safety, and efficiency, even in
challenging environments.

Fig. 4.4: GPS

4.2 SOFTWARE – MISSION PLANNER

Mission Planner, developed for the ArduPilot open-source autopilot system, is a

powerful ground control station (GCS) software widely used for planning, monitoring,
and analyzing autonomous flight missions. For fixed-wing Unmanned Aerial Vehicles
(UAVs), Mission Planner acts as the command center, offering an intuitive interface
for configuring autopilot parameters, uploading flight paths, and visualizing telemetry
data in real time. Its robust set of tools is essential for both routine operations and
advanced functionalities like Terrain Awareness and Warning Systems (TAWS).

In automated flight, Mission Planner enables full mission scripting using waypoints,
flight modes, altitude settings, and specific commands such as takeoff, loiter, land, or

Department of Aeronautical Engineering 17 | P a g e

 MLR Institute of Technology

return-to-launch (RTL). Operators can define flight paths using satellite imagery or
digital elevation models (DEMs) integrated into the software. Once uploaded to the
flight controller, typically a Pixhawk running ArduPilot firmware, the UAV can
execute the mission autonomously without manual intervention. Real-time telemetry
allows for continuous tracking and control updates, while logs collected during flight
provide post-mission insights into system performance and behavior.

One of the most valuable features of Mission Planner is its integration with terrain
data and support for terrain-following missions. By using global elevation maps
(such as SRTM or other DEM sources), the software allows users to plan missions
where the fixed-wing UAV automatically adjusts its altitude relative to the ground. This
is crucial in hilly or mountainous regions where fixed-altitude flight paths may lead to
unintended collisions with rising terrain. Terrain-following ensures that the UAV
maintains a safe clearance from the surface, increasing mission safety and effectiveness.

This terrain-adaptive capability forms a fundamental component of a Terrain

Awareness and Warning System (TAWS). In the context of TAWS, Mission Planner
uses both pre-loaded terrain data and real-time sensor inputs—like from a LiDAR
sensor—to detect and respond to potential threats. When terrain elevation exceeds the
UAV’s current altitude by a dangerous margin, the system can trigger warnings or
initiate automated evasive actions such as altitude gain or route deviation. Through
Mission Planner, these TAWS thresholds can be customized to suit specific mission
profiles and risk tolerances.

Moreover, Mission Planner facilitates sensor integration and calibration, which is

vital for the accuracy of TAWS. Devices like the TF-02 Pro LiDAR and Here3+ GPS
can be connected and configured through the software, allowing the flight controller to
fuse multiple sensor inputs for better situational awareness. Mission Planner’s
advanced parameter tuning features let operators optimize the UAV’s responsiveness,
flight dynamics, and safety margins, which are all important for terrain avoidance.

Department of Aeronautical Engineering 18 | P a g e

 MLR Institute of Technology

Fig. 4.5: Mission Planner

Department of Aeronautical Engineering 19 | P a g e

 MLR Institute of Technology

CHAPTER 5: CIRCUITS AND FLIGHT CHECKS

5.1 CIRCUIT
Connections from all avionics are given to the Flight controller

Here3+ GPS Connection to Pixhawk Cube Orange+

• Communication Protocol: CAN (Controller Area Network)

• Connector Type: JST GH 4-pin connector (standard with the Here3+)
• Pixhawk Port: CAN1 or CAN2

Connection Steps:

• Plug the Here3+ GPS into the CAN1 port on the Pixhawk Cube Orange+ carrier
board.
• Make sure CAN_P1_DRIVER is enabled (1) in the ArduPilot parameters.
• Set GPS_TYPE to 9 (for UAVCAN) if using ArduPilot firmware.
• The Here3+ will provide GPS, compass (magnetometer), and barometer data to
the flight controller via CAN.

TF-02 Pro LiDAR Connection to Pixhawk Cube Orange+

• Communication Protocol: UART (default), but I²C is also supported with

firmware changes
• Power Requirement: 5V DC
• Pixhawk Port: Serial4/5, Serial2, or any other available UART port (via
TELEM or SERIAL ports)

Connection Steps (UART Mode):

• Connect the TF-02 Pro LiDAR's wires as follows:

o Red – VCC (5V)
o Black – GND
o Green – TX (to RX on Pixhawk)
o White – RX (to TX on Pixhawk)

Department of Aeronautical Engineering 20 | P a g e

 MLR Institute of Technology

• Plug these into an available UART port like Serial4/5 on the Pixhawk Cube
carrier board.
• Configure the following ArduPilot parameters:
o SERIAL4_PROTOCOL = 9 (for Rangefinder)
o SERIAL4_BAUD = 115 (or 115200 baud)
o RNGFND1_TYPE = 8 (for Benewake TF02)
o RNGFND1_MIN_CM = 30
o RNGFND1_MAX_CM = 4000
o RNGFND1_ORIENT = 25 (downward or forward based on orientation)

MS4525DO Pitot Tube Airspeed Sensor Connection to Pixhawk Cube

Orange+

• Communication Protocol: I²C

• Power Requirement: 5V DC
• Pixhawk Port: I²C Port (I2C1 or I2C2)

Connection Steps:

• Use the supplied cable (or a compatible JST-GH connector) to plug the sensor
into the I²C port on the Pixhawk carrier board.
• The typical wire colors are:
o Red – VCC (5V)
o Black – GND
o Blue – SDA
o Green – SCL
• Make sure the Pitot tube is correctly oriented: one port faces forward (dynamic
pressure), the other is open to ambient air (static pressure).
• Configure the following parameters in ArduPilot:
o ARSPD_TYPE = 1 (for MS4525DO)
o ARSPD_PIN = 65 (usually default I²C pin)
o ARSPD_USE = 1
o ARSPD_AUTOCAL = 1 (optional, for automatic calibration)

Department of Aeronautical Engineering 21 | P a g e

 MLR Institute of Technology

5.2 FLIGHT CHECKS

5.2.1 PRE FLIGHT

Before launching a fixed-wing UAV using Mission Planner (with ArduPilot

firmware), it's essential to perform a series of pre-flight checks to ensure safety,
stability, and successful mission execution. Below is a comprehensive guide to pre-
flight procedures using Mission Planner:

❖ Physical and Hardware Setup Check

• Inspect the airframe: Ensure all wings, control surfaces (elevators, rudder,
ailerons), servos, and linkages are intact and functional.
• Tighten all components: Verify that propellers, motor mounts, and landing
gear are secured.
• Sensor placement: Confirm correct installation of GPS (Here3+), Pitot tube,
LiDAR (TF-02 Pro), and antennas.
• Check battery and connections: Use a fully charged battery and ensure all
cables are firmly connected.

❖ Ground Station Setup

• Connect to Pixhawk: Plug in USB or telemetry radio to connect Pixhawk Cube

Orange+ to Mission Planner.
• COM Port & Baud Rate: Select correct COM port and baud rate (usually
115200 for USB) and click “Connect”.

❖ Mandatory Hardware Calibration

Go to Initial Setup > Mandatory Hardware:

• Accel Calibration: Calibrate accelerometer (keep UAV level during

calibration).

Department of Aeronautical Engineering 22 | P a g e

 MLR Institute of Technology

• Compass Calibration: Calibrate internal/external compass (move UAV in all

directions).
• Radio Calibration: Ensure correct channel mapping for throttle, pitch, roll,
yaw.
• Servo Output Configuration: Set outputs for fixed-wing layout (e.g., ailerons
on Servo 1 and 2).
• Flight Modes Setup: Configure flight modes (Manual, FBWA, Loiter, RTL,
etc.) with switch mapping.

❖ Sensor and System Status Check

Under Flight Data > HUD and Messages Tab:

• GPS Lock: Wait for a 3D Fix or better (HDOP < 2.0 is recommended).
• Compass Status: Check for interference (compass variance error should not
appear).
• Airspeed Sensor: Confirm live readings from the MS4525DO airspeed sensor
(blow gently into Pitot tube).
• LiDAR Readings: Check TF-02 Pro values in the “Status” tab or via
RNGFND1.distance.

❖ Failsafe Configuration

Go to Config/Tuning > Full Parameter List or Tree:

• Set FS_THR_ENABLE = 1 (Throttle Failsafe)

• Set FS_GCS_ENABLE if using telemetry failsafe
• Set FS_LONG_ACTN = 1 (RTL) or desired action
• Set FS_TERRAIN_ENABLE = 1 for TAWS (if terrain following is active)

❖ Load and Verify Mission Plan

• Go to Flight Plan Tab:

Department of Aeronautical Engineering 23 | P a g e

 MLR Institute of Technology

o Upload waypoints and verify altitudes and terrain data.

o Use “Set Home Here” and “Write WPs” to load mission into the
autopilot.
o Enable “Terrain Follow” if LiDAR or terrain data is used.

❖ Arm Safety Checks

• Pre-Arm Checks: Pixhawk performs automatic checks for GPS, compass,

barometer, battery, RC input, and failsafe setup.
• Address any “PreArm” errors shown in Mission Planner’s message window.
• Use the “Actions” tab to arm the UAV when all checks pass.

❖ Final Pre-Flight Confirmation

• Perform a control surface test using RC transmitter (check ailerons, elevator,

rudder).
• Ensure flight mode switch works and is mapped correctly.
• Verify orientation and horizon on the HUD display.
• Monitor battery voltage and current draw.

5.2.2 POST FLIGHT

Post-flight procedures are just as critical as pre-flight checks for ensuring the longevity
of your UAV system, analyzing flight performance, and preparing for future missions.
Using Mission Planner with a Pixhawk Cube Orange+ flight controller, you can
follow the steps below to safely shut down, recover, and analyze your fixed-wing UAV
after a flight.

❖ Disarm the UAV

• After landing, ensure the aircraft comes to a full stop.

• Disarm the UAV using either:

Department of Aeronautical Engineering 24 | P a g e

 MLR Institute of Technology

o The transmitter (typically by holding the throttle stick down and to the
left/right).
o The "Disarm" button in Mission Planner under the “Actions” tab (only
if connected via telemetry or USB).
• Confirm the disarmed status on the HUD in the Flight Data tab.

❖ Disconnect Power and Ground Station

• Safely remove the flight battery after confirming the UAV is disarmed.
• Disconnect telemetry radio or USB cable from the ground control station
(Mission Planner).
• Turn off the RC transmitter if you’re not using it for further flights.

❖ Inspect UAV Hardware

• Perform a quick physical inspection of the UAV:

o Check for damage on wings, control surfaces, fuselage, and propellers.
o Ensure all sensors (GPS, Pitot tube, LiDAR) and antennae are still
securely mounted.
o Look for loose connections or heat damage near ESCs or power
distribution boards.

❖ Retrieve and Analyze Flight Logs

• Reconnect the UAV to Mission Planner via USB.

• Navigate to "Dataflash Logs" > "Download Dataflash Log via Mavlink".
• Choose the latest log (usually by date/time) and click "Download".
• Once downloaded, use "Review a Log" to open the file in Mission Planner’s
log viewer.

Key areas to analyze:

• GPS performance (number of satellites, HDOP)

Department of Aeronautical Engineering 25 | P a g e

 MLR Institute of Technology

• Airspeed and altitude data from the MS4525DO and barometer

• Lidar readings (if terrain following or TAWS was active)
• Battery voltage and current draw
• Vibration levels and sensor health
• Flight modes and transitions
• Errors or failsafes triggered (especially terrain-related)

❖ Save or Export Flight Data

• Export logs to a local directory for archiving or further analysis.

• You can convert logs to KML format for use in Google Earth or to CSV for
MATLAB/Excel processing.
• Optional: Use third-party analysis tools like APM Log Analyzer,
DroneePlotter, or Mission Planner’s built-in “Auto Analysis”.

❖ Reset or Plan Next Mission

• Clear previous mission waypoints using "Flight Plan" > "Clear WPs".
• If planning a new mission, now is a good time to upload waypoints and adjust
parameters.
• Update or re-check firmware if needed under "Initial Setup" > "Install
Firmware".

❖ Maintenance Logging (Optional but Recommended)

• Record flight duration, battery cycles, and any issues encountered.

• Note weather conditions or terrain concerns.
• Add notes about sensor anomalies (e.g., airspeed inconsistencies or LiDAR
noise).
• Maintain a digital or physical maintenance log for future reference.

Department of Aeronautical Engineering 26 | P a g e

 MLR Institute of Technology

❖ Firmware and Parameter Backup (Optional)

• Backup your Pixhawk parameters by going to Config/Tuning > Full

Parameter List and clicking “Save to File”.
• You can also export mission files and waypoints for reuse.

Fig 5.1 Calibration Fig 5.2: Real time data

Department of Aeronautical Engineering 27 | P a g e

 MLR Institute of Technology

CHAPTER 6: CONCLUSION
The integration of LiDAR, GPS, and Pixhawk in a fixed-wing UAV (Unmanned Aerial
Vehicle) represents a significant advancement in ensuring safer and more reliable
autonomous flight operations, particularly for Terrain Awareness and Warning Systems
(TAWS). This integration harnesses the strengths of each individual technology,
creating a robust system that is capable of detecting, analyzing, and responding to
potential terrain-related hazards in real-time. The combination of LiDAR, GPS, and
Pixhawk provides a holistic approach to enhancing situational awareness, reducing the
risk of terrain collisions, and improving the overall safety of UAV operations.

LiDAR (Light Detection and Ranging) is a powerful remote sensing technology that
allows the UAV to create high-resolution, 3D maps of the terrain below. This system
works by emitting laser pulses and measuring the time it takes for them to return after
striking an object or surface. The resulting point clouds can be processed to generate
highly accurate representations of the terrain’s elevation, surface features, and
obstacles. LiDAR’s ability to operate in various weather conditions and provide precise
data even in low visibility situations makes it an ideal tool for terrain mapping. By
integrating LiDAR with the UAV, the system gains a real-time understanding of the
terrain profile and can identify potentially hazardous obstacles, such as mountains,
cliffs, or buildings, that could pose a risk to the aircraft.

GPS (Global Positioning System) provides crucial geolocation data, enabling the UAV
to know its exact position, altitude, and velocity in relation to the Earth’s surface. This
positional accuracy is essential for precise flight path management, navigation, and
trajectory planning, particularly in low-level operations or when flying in challenging
environments. When integrated with LiDAR, GPS enables the UAV to correlate the
terrain data with its own location, creating a dynamic model of the environment that is
continuously updated. This integration allows for a highly accurate and reliable terrain
profile that can be used to assess potential risks and guide flight planning to avoid
dangerous obstacles.

Pixhawk, an open-source flight control system, serves as the central hub for managing
the data streams from both the LiDAR and GPS systems. As the flight controller,
Pixhawk processes the incoming data, integrates it with the UAV's mission planning

Department of Aeronautical Engineering 28 | P a g e

 MLR Institute of Technology

algorithms, and makes real-time decisions based on the terrain awareness information.
With its robust processing power and flexibility, Pixhawk allows for the seamless
integration of various sensors and systems, ensuring that the UAV can dynamically
adjust its flight path to avoid terrain hazards. Moreover, Pixhawk can interface with the
TAWS algorithms, triggering alerts or automatic corrective actions when a potential
terrain collision is detected.

The integration of these three technologies enables the creation of a sophisticated

Terrain Awareness and Warning System. As the UAV approaches dangerous terrain,
the system can issue visual or auditory alerts to the pilot or automatically initiate
corrective maneuvers, such as climb or altitude adjustments, to avoid collisions. The
system can also continuously monitor and update the terrain profile in real-time,
allowing the UAV to adapt to changing environments and fly safely even in complex
terrain or degraded visibility conditions. This enhances the overall safety of UAV
operations, particularly in critical missions such as search and rescue, environmental
monitoring, and infrastructure inspection, where terrain risks are prevalent.

Fig 6.1 Flight

Department of Aeronautical Engineering 29 | P a g e

 MLR Institute of Technology

APPENDIX I.

PARAMS USED

ACRO_LOCKING,0

ACRO_PITCH_RATE,180

ACRO_ROLL_RATE,180

ACRO_YAW_RATE,90

ADSB_EMIT_TYPE,14

ADSB_ICAO_ID,0

ADSB_ICAO_SPECL,0

ADSB_LEN_WIDTH,1

ADSB_LIST_ALT,0

ADSB_LIST_MAX,25

ADSB_LIST_RADIUS,10000

ADSB_LOG,1

ADSB_OFFSET_LAT,4

ADSB_OFFSET_LON,1

ADSB_OPTIONS,0

ADSB_RF_CAPABLE,0

ADSB_RF_SELECT,1

ADSB_SQUAWK,1200

ADSB_TYPE,1

AFS_ENABLE,0

AHRS_COMP_BETA,0.1

AHRS_EKF_TYPE,3

AHRS_GPS_GAIN,1

AHRS_GPS_MINSATS,6

AHRS_GPS_USE,1

Department of Aeronautical Engineering 30 | P a g e

 MLR Institute of Technology

AHRS_ORIENTATION,0

AHRS_RP_P,0.2

AHRS_TRIM_X,0.01557002

AHRS_TRIM_Y,-0.01636522

AHRS_TRIM_Z,0

AHRS_WIND_MAX,0

AHRS_YAW_P,0.2

ALT_HOLD_FBWCM,0

ALT_HOLD_RTL,10000

ALT_OFFSET,0

ARMING_ACCTHRESH,0.75

ARMING_CHECK,1

ARMING_MIS_ITEMS,0

ARMING_OPTIONS,0

ARMING_REQUIRE,1

ARMING_RUDDER,1

ARSPD_AUTOCAL,1

ARSPD_BUS,1

ARSPD_DEVID,0

ARSPD_FBW_MAX,50

ARSPD_FBW_MIN,9

ARSPD_OFFSET,40.4095

ARSPD_OPTIONS,11

ARSPD_PIN,15

ARSPD_PRIMARY,0

ARSPD_PSI_RANGE,1

ARSPD_RATIO,2.479493

ARSPD_SKIP_CAL,0

Department of Aeronautical Engineering 31 | P a g e

 MLR Institute of Technology

ARSPD_TUBE_ORDER,2

ARSPD_TYPE,1

ARSPD_USE,0

ARSPD_WIND_GATE,5

ARSPD_WIND_MAX,0

ARSPD_WIND_WARN,0

ARSPD2_TYPE,0

AUTOTUNE_LEVEL,6

AVD_ENABLE,0

BARO_ALT_OFFSET,0

BARO_ALTERR_MAX,2000

BARO_EXT_BUS,-1

BARO_FIELD_ELV,0

BARO_FLTR_RNG,0

BARO_GND_TEMP,0

BARO_OPTIONS,0

BARO_PRIMARY,0

BARO_PROBE_EXT,0

BARO1_DEVID,721442

BARO1_GND_PRESS,99005.62

BARO1_WCF_ENABLE,0

BARO2_DEVID,721674

BARO2_GND_PRESS,98980.66

BARO2_WCF_ENABLE,0

BARO3_DEVID,0

BARO3_GND_PRESS,0

BARO3_WCF_ENABLE,0

BATT_AMP_OFFSET,0

Department of Aeronautical Engineering 32 | P a g e

 MLR Institute of Technology

BATT_AMP_PERVLT,39.877

BATT_ARM_MAH,0

BATT_ARM_VOLT,0

BATT_CAPACITY,6000

BATT_CRT_MAH,0

BATT_CRT_VOLT,0

BATT_CURR_PIN,15

BATT_FS_CRT_ACT,0

BATT_FS_LOW_ACT,0

BATT_FS_VOLTSRC,0

BATT_LOW_MAH,0

BATT_LOW_TIMER,10

BATT_LOW_VOLT,0

BATT_MONITOR,4

BATT_OPTIONS,0

BATT_SERIAL_NUM,-1

BATT_VLT_OFFSET,0

BATT_VOLT_MULT,12.02

BATT_VOLT_PIN,14

BATT_WATT_MAX,0

BATT2_MONITOR,0

BATT3_MONITOR,0

BATT4_MONITOR,0

BATT5_MONITOR,0

BATT6_MONITOR,0

BATT7_MONITOR,0

BATT8_MONITOR,0

BATT9_MONITOR,0

Department of Aeronautical Engineering 33 | P a g e

 MLR Institute of Technology

BRD_ALT_CONFIG,0

BRD_BOOT_DELAY,0

BRD_HEAT_I,0.07

BRD_HEAT_IMAX,70

BRD_HEAT_LOWMGN,5

BRD_HEAT_P,50

BRD_HEAT_TARG,45

BRD_IO_ENABLE,1

BRD_OPTIONS,1

BRD_PWM_VOLT_SEL,0

BRD_RTC_TYPES,1

BRD_RTC_TZ_MIN,0

BRD_SAFETY_MASK,0

BRD_SAFETYENABLE,0

BRD_SAFETYOPTION,3

BRD_SBUS_OUT,0

BRD_SD_SLOWDOWN,0

BRD_SER1_RTSCTS,2

BRD_SER2_RTSCTS,2

BRD_SERIAL_NUM,0

BRD_TYPE,3

BRD_VBUS_MIN,4.3

BRD_VSERVO_MIN,0

BTN_ENABLE,0

CAM_AUTO_ONLY,0

CAM_DURATION,10

CAM_FEEDBACK_PIN,-1

CAM_FEEDBACK_POL,1

Department of Aeronautical Engineering 34 | P a g e

 MLR Institute of Technology

CAM_MAX_ROLL,0

CAM_MIN_INTERVAL,0

CAM_RC_TYPE,0

CAM_RELAY_ON,1

CAM_SERVO_OFF,1100

CAM_SERVO_ON,1300

CAM_TRIGG_DIST,0

CAM_TRIGG_TYPE,0

CAM_TYPE,0

CAN_D1_PROTOCOL,1

CAN_D1_UC_ESC_BM,0

CAN_D1_UC_ESC_OF,0

CAN_D1_UC_NODE,10

CAN_D1_UC_NTF_RT,20

CAN_D1_UC_OPTION,0

CAN_D1_UC_POOL,16384

CAN_D1_UC_SRV_BM,0

CAN_D1_UC_SRV_RT,50

CAN_D2_PROTOCOL,1

CAN_LOGLEVEL,0

CAN_P1_BITRATE,1000000

CAN_P1_DRIVER,1

CAN_P1_FDBITRATE,8

CAN_P2_BITRATE,1000000

CAN_P2_DRIVER,1

CAN_P2_FDBITRATE,8

CAN_SLCAN_CPORT,0

CAN_SLCAN_SDELAY,1

Department of Aeronautical Engineering 35 | P a g e

 MLR Institute of Technology

CAN_SLCAN_SERNUM,-1

CAN_SLCAN_TIMOUT,0

CHUTE_ENABLED,0

COMPASS_AUTO_ROT,2

COMPASS_AUTODEC,1

COMPASS_CAL_FIT,16

COMPASS_DEC,0

COMPASS_DEV_ID,590114

COMPASS_DEV_ID2,0

COMPASS_DEV_ID3,0

COMPASS_DEV_ID4,0

COMPASS_DEV_ID5,0

COMPASS_DEV_ID6,0

COMPASS_DEV_ID7,0

COMPASS_DEV_ID8,0

COMPASS_DIA_X,0.9858638

COMPASS_DIA_Y,1.016409

COMPASS_DIA_Z,0.9917637

COMPASS_DIA2_X,1

COMPASS_DIA2_Y,1

COMPASS_DIA2_Z,1

COMPASS_DIA3_X,1

COMPASS_DIA3_Y,1

COMPASS_DIA3_Z,1

COMPASS_ENABLE,1

COMPASS_EXTERN2,0

COMPASS_EXTERN3,0

COMPASS_EXTERNAL,0

Department of Aeronautical Engineering 36 | P a g e

 MLR Institute of Technology

COMPASS_FLTR_RNG,0

COMPASS_LEARN,0

COMPASS_MOT_X,0

COMPASS_MOT_Y,0

COMPASS_MOT_Z,0

COMPASS_MOT2_X,0

COMPASS_MOT2_Y,0

COMPASS_MOT2_Z,0

COMPASS_MOT3_X,0

COMPASS_MOT3_Y,0

COMPASS_MOT3_Z,0

COMPASS_MOTCT,0

COMPASS_ODI_X,-0.01562584

COMPASS_ODI_Y,0.01142286

COMPASS_ODI_Z,-0.001324786

COMPASS_ODI2_X,0

COMPASS_ODI2_Y,0

COMPASS_ODI2_Z,0

COMPASS_ODI3_X,0

COMPASS_ODI3_Y,0

COMPASS_ODI3_Z,0

COMPASS_OFFS_MAX,1800

COMPASS_OFS_X,-67.01682

COMPASS_OFS_Y,106.0146

COMPASS_OFS_Z,366.2402

COMPASS_OFS2_X,-25.84167

COMPASS_OFS2_Y,-31.26231

COMPASS_OFS2_Z,56.31142

Department of Aeronautical Engineering 37 | P a g e

 MLR Institute of Technology

COMPASS_OFS3_X,0

COMPASS_OFS3_Y,0

COMPASS_OFS3_Z,0

COMPASS_OPTIONS,0

COMPASS_ORIENT,0

COMPASS_ORIENT2,0

COMPASS_ORIENT3,0

COMPASS_PMOT_EN,0

COMPASS_PRIO1_ID,590114

COMPASS_PRIO2_ID,97539

COMPASS_PRIO3_ID,0

COMPASS_SCALE,1.001521

COMPASS_SCALE2,1.025891

COMPASS_SCALE3,0

COMPASS_TYPEMASK,32

COMPASS_USE,1

COMPASS_USE2,1

COMPASS_USE3,1

CRASH_ACC_THRESH,0

CRASH_DETECT,0

CUST_ROT_ENABLE,0

DSPOILER_AILMTCH,100

DSPOILER_CROW_W1,0

DSPOILER_CROW_W2,0

DSPOILER_OPTS,3

DSPOILR_RUD_RATE,100

EAHRS_TYPE,0

EFI_TYPE,0

Department of Aeronautical Engineering 38 | P a g e

 MLR Institute of Technology

EK2_ENABLE,0

EK3_ABIAS_P_NSE,0.02

EK3_ACC_BIAS_LIM,1

EK3_ACC_P_NSE,0.35

EK3_AFFINITY,0

EK3_ALT_M_NSE,3

EK3_BCN_DELAY,50

EK3_BCN_I_GTE,500

EK3_BCN_M_NSE,1

EK3_BETA_MASK,0

EK3_CHECK_SCALE,150

EK3_DRAG_BCOEF_X,0

EK3_DRAG_BCOEF_Y,0

EK3_DRAG_M_NSE,0.5

EK3_DRAG_MCOEF,0

EK3_EAS_I_GATE,400

EK3_EAS_M_NSE,1.4

EK3_ENABLE,1

EK3_ERR_THRESH,0.2

EK3_FLOW_DELAY,10

EK3_FLOW_I_GATE,500

EK3_FLOW_M_NSE,0.15

EK3_FLOW_USE,2

EK3_GBIAS_P_NSE,0.001

EK3_GLITCH_RAD,25

EK3_GND_EFF_DZ,4

EK3_GPS_CHECK,31

EK3_GPS_VACC_MAX,0

Department of Aeronautical Engineering 39 | P a g e

 MLR Institute of Technology

EK3_GSF_RST_MAX,2

EK3_GSF_RUN_MASK,3

EK3_GSF_USE_MASK,3

EK3_GYRO_P_NSE,0.015

EK3_HGT_DELAY,60

EK3_HGT_I_GATE,500

EK3_HRT_FILT,2

EK3_IMU_MASK,7

EK3_LOG_LEVEL,0

EK3_MAG_CAL,0

EK3_MAG_EF_LIM,50

EK3_MAG_I_GATE,300

EK3_MAG_M_NSE,0.05

EK3_MAG_MASK,0

EK3_MAGB_P_NSE,0.0001

EK3_MAGE_P_NSE,0.001

EK3_MAX_FLOW,2.5

EK3_NOAID_M_NSE,10

EK3_OGN_HGT_MASK,0

EK3_OGNM_TEST_SF,2

EK3_POS_I_GATE,500

EK3_POSNE_M_NSE,0.5

EK3_PRIMARY,0

EK3_RNG_I_GATE,500

EK3_RNG_M_NSE,0.5

EK3_RNG_USE_HGT,-1

EK3_RNG_USE_SPD,2

EK3_SRC_OPTIONS,1

Department of Aeronautical Engineering 40 | P a g e

 MLR Institute of Technology

EK3_SRC1_POSXY,3

EK3_SRC1_POSZ,1

EK3_SRC1_VELXY,3

EK3_SRC1_VELZ,3

EK3_SRC1_YAW,1

EK3_SRC2_POSXY,0

EK3_SRC2_POSZ,1

EK3_SRC2_VELXY,0

EK3_SRC2_VELZ,0

EK3_SRC2_YAW,0

EK3_SRC3_POSXY,0

EK3_SRC3_POSZ,1

EK3_SRC3_VELXY,0

EK3_SRC3_VELZ,0

EK3_SRC3_YAW,0

EK3_TAU_OUTPUT,25

EK3_TERR_GRAD,0.1

EK3_VEL_I_GATE,500

EK3_VELD_M_NSE,0.7

EK3_VELNE_M_NSE,0.5

EK3_VIS_VERR_MAX,0.9

EK3_VIS_VERR_MIN,0.1

EK3_WENC_VERR,0.1

EK3_WIND_P_NSE,0.1

EK3_WIND_PSCALE,1

EK3_YAW_I_GATE,300

EK3_YAW_M_NSE,0.5

ESC_TLM_MAV_OFS,0

Department of Aeronautical Engineering 41 | P a g e

 MLR Institute of Technology

FBWB_CLIMB_RATE,2

FBWB_ELEV_REV,0

FENCE_ACTION,1

FENCE_ALT_MAX,100

FENCE_ALT_MIN,-10

FENCE_AUTOENABLE,0

FENCE_ENABLE,0

FENCE_MARGIN,2

FENCE_OPTIONS,1

FENCE_RADIUS,300

FENCE_RET_ALT,0

FENCE_RET_RALLY,0

FENCE_TOTAL,0

FENCE_TYPE,4

FFT_ENABLE,0

FLAP_1_PERCNT,0

FLAP_1_SPEED,0

FLAP_2_PERCNT,0

FLAP_2_SPEED,0

FLAP_SLEWRATE,75

FLIGHT_OPTIONS,0

FLOW_TYPE,0

FLTMODE_CH,5

FLTMODE1,0

FLTMODE2,11

FLTMODE3,5

FLTMODE4,2

FLTMODE5,0

Department of Aeronautical Engineering 42 | P a g e

 MLR Institute of Technology

FLTMODE6,12

FOLL_ENABLE,0

FORMAT_VERSION,13

FRSKY_DNLINK_ID,27

FRSKY_DNLINK1_ID,20

FRSKY_DNLINK2_ID,7

FRSKY_OPTIONS,0

FRSKY_UPLINK_ID,13

FS_EKF_THRESH,0.8

FS_GCS_ENABL,0

FS_LONG_ACTN,0

FS_LONG_TIMEOUT,5

FS_SHORT_ACTN,0

FS_SHORT_TIMEOUT,1.5

FWD_BAT_IDX,0

FWD_BAT_VOLT_MAX,0

FWD_BAT_VOLT_MIN,0

GCS_PID_MASK,0

GEN_TYPE,0

GLIDE_SLOPE_MIN,15

GLIDE_SLOPE_THR,5

GPS_AUTO_CONFIG,1

GPS_AUTO_SWITCH,1

GPS_BLEND_MASK,5

GPS_BLEND_TC,10

GPS_CAN_NODEID1,0

GPS_CAN_NODEID2,0

GPS_COM_PORT,1

Department of Aeronautical Engineering 43 | P a g e

 MLR Institute of Technology

GPS_COM_PORT2,1

GPS_DELAY_MS,0

GPS_DELAY_MS2,0

GPS_DRV_OPTIONS,0

GPS_GNSS_MODE,0

GPS_GNSS_MODE2,0

GPS_INJECT_TO,127

GPS_MB1_TYPE,0

GPS_MB2_TYPE,0

GPS_MIN_DGPS,100

GPS_MIN_ELEV,-100

GPS_NAVFILTER,8

GPS_POS1_X,0

GPS_POS1_Y,0

GPS_POS1_Z,0

GPS_POS2_X,0

GPS_POS2_Y,0

GPS_POS2_Z,0

GPS_PRIMARY,0

GPS_RATE_MS,200

GPS_RATE_MS2,200

GPS_RAW_DATA,0

GPS_SAVE_CFG,2

GPS_SBAS_MODE,2

GPS_SBP_LOGMASK,-256

GPS_TYPE,9

GPS_TYPE2,0

GPS1_CAN_OVRIDE,0

Department of Aeronautical Engineering 44 | P a g e

 MLR Institute of Technology

GPS2_CAN_OVRIDE,0

GRIP_ENABLE,0

GROUND_STEER_ALT,0

GROUND_STEER_DPS,90

GUIDED_D,0

GUIDED_FF,0

GUIDED_FLTD,5

GUIDED_FLTE,5

GUIDED_FLTT,5

GUIDED_I,0

GUIDED_IMAX,10

GUIDED_P,5000

GUIDED_SMAX,0.2

HOME_RESET_ALT,0

ICE_ENABLE,0

INITIAL_MODE,0

INS_ACC_BODYFIX,2

INS_ACC_ID,3408930

INS_ACC1_CALTEMP,45.77295

INS_ACC2_CALTEMP,50.60216

INS_ACC2_ID,2883874

INS_ACC2OFFS_X,0.2308866

INS_ACC2OFFS_Y,-0.115737

INS_ACC2OFFS_Z,0.1546285

INS_ACC2SCAL_X,1.001101

INS_ACC2SCAL_Y,0.9962751

INS_ACC2SCAL_Z,1.000736

INS_ACC3_CALTEMP,54.9733

Department of Aeronautical Engineering 45 | P a g e

 MLR Institute of Technology

INS_ACC3_ID,3015690

INS_ACC3OFFS_X,0.04388839

INS_ACC3OFFS_Y,0.01874854

INS_ACC3OFFS_Z,0.03709413

INS_ACC3SCAL_X,1.000664

INS_ACC3SCAL_Y,0.9979913

INS_ACC3SCAL_Z,0.9972851

INS_ACCEL_FILTER,20

INS_ACCOFFS_X,0.03768466

INS_ACCOFFS_Y,-0.06310732

INS_ACCOFFS_Z,0.1959147

INS_ACCSCAL_X,1.004663

INS_ACCSCAL_Y,0.9982859

INS_ACCSCAL_Z,1.004206

INS_ENABLE_MASK,127

INS_FAST_SAMPLE,7

INS_GYR_CAL,1

INS_GYR_ID,3408930

INS_GYR1_CALTEMP,28.86473

INS_GYR2_CALTEMP,33.34682

INS_GYR2_ID,2883874

INS_GYR2OFFS_X,-0.007636433

INS_GYR2OFFS_Y,0.007174632

INS_GYR2OFFS_Z,-0.008238696

INS_GYR3_CALTEMP,35.94263

INS_GYR3_ID,3015690

INS_GYR3OFFS_X,-0.02655731

INS_GYR3OFFS_Y,-0.004463756

Department of Aeronautical Engineering 46 | P a g e

 MLR Institute of Technology

INS_GYR3OFFS_Z,0.01808864

INS_GYRO_FILTER,20

INS_GYRO_RATE,1

INS_GYROFFS_X,0.006631684

INS_GYROFFS_Y,0.004641903

INS_GYROFFS_Z,0.01014748

INS_HNTC2_ENABLE,0

INS_HNTCH_ENABLE,0

INS_LOG_BAT_CNT,1024

INS_LOG_BAT_LGCT,32

INS_LOG_BAT_LGIN,20

INS_LOG_BAT_MASK,0

INS_LOG_BAT_OPT,0

INS_POS1_X,0

INS_POS1_Y,0

INS_POS1_Z,0

INS_POS2_X,0

INS_POS2_Y,0

INS_POS2_Z,0

INS_POS3_X,0

INS_POS3_Y,0

INS_POS3_Z,0

INS_STILL_THRESH,0.1

INS_TCAL_OPTIONS,0

INS_TCAL1_ENABLE,0

INS_TCAL2_ENABLE,0

INS_TCAL3_ENABLE,0

INS_TRIM_OPTION,1

Department of Aeronautical Engineering 47 | P a g e

 MLR Institute of Technology

INS_USE,1

INS_USE2,1

INS_USE3,1

KFF_RDDRMIX,0.5

KFF_THR2PTCH,0

LAND_ABORT_DEG,0

LAND_ABORT_THR,0

LAND_DISARMDELAY,20

LAND_FLAP_PERCNT,0

LAND_FLARE_ALT,3

LAND_FLARE_SEC,2

LAND_OPTIONS,0

LAND_PF_ALT,10

LAND_PF_ARSPD,0

LAND_PF_SEC,6

LAND_PITCH_CD,0

LAND_SLOPE_RCALC,2

LAND_THEN_NEUTRL,0

LAND_THR_SLEW,0

LAND_TYPE,0

LEVEL_ROLL_LIMIT,5

LGR_ENABLE,0

LIM_PITCH_MAX,2000

LIM_PITCH_MIN,-2500

LIM_ROLL_CD,4500

LOG_BACKEND_TYPE,1

LOG_BITMASK,65535

LOG_DISARMED,0

Department of Aeronautical Engineering 48 | P a g e

 MLR Institute of Technology

LOG_FILE_BUFSIZE,200

LOG_FILE_DSRMROT,0

LOG_FILE_MB_FREE,500

LOG_FILE_RATEMAX,0

LOG_FILE_TIMEOUT,5

LOG_MAV_BUFSIZE,8

LOG_MAV_RATEMAX,0

LOG_REPLAY,0

MAN_EXPO_PITCH,0

MAN_EXPO_ROLL,0

MAN_EXPO_RUDDER,0

MANUAL_RCMASK,0

MIN_GNDSPD_CM,0

MIS_OPTIONS,0

MIS_RESTART,0

MIS_TOTAL,1

MIXING_GAIN,0.5

MIXING_OFFSET,0

MNT1_TYPE,0

MNT2_TYPE,0

MSP_OPTIONS,0

MSP_OSD_NCELLS,0

NAVL1_DAMPING,0.75

NAVL1_LIM_BANK,0

NAVL1_PERIOD,17

NAVL1_XTRACK_I,0.02

NTF_BUZZ_ON_LVL,1

NTF_BUZZ_PIN,-1

Department of Aeronautical Engineering 49 | P a g e

 MLR Institute of Technology

NTF_BUZZ_TYPES,5

NTF_BUZZ_VOLUME,100

NTF_DISPLAY_TYPE,0

NTF_LED_BRIGHT,3

NTF_LED_LEN,1

NTF_LED_OVERRIDE,0

NTF_LED_TYPES,199

NTF_OREO_THEME,0

ONESHOT_MASK,0

OSD_TYPE,0

OVERRIDE_CHAN,0

PTCH_RATE_D,0.02240714

PTCH_RATE_FF,0.9337513

PTCH_RATE_FLTD,10

PTCH_RATE_FLTE,0

PTCH_RATE_FLTT,2.122066

PTCH_RATE_I,0.9337513

PTCH_RATE_IMAX,0.666

PTCH_RATE_P,0.3477887

PTCH_RATE_SMAX,150

PTCH2SRV_RLL,1

PTCH2SRV_RMAX_DN,75

PTCH2SRV_RMAX_UP,75

PTCH2SRV_TCONST,0.75

Q_ENABLE,0

RALLY_INCL_HOME,0

RALLY_LIMIT_KM,5

RALLY_TOTAL,0

Department of Aeronautical Engineering 50 | P a g e

 MLR Institute of Technology

RC_OPTIONS,32

RC_OVERRIDE_TIME,3

RC_PROTOCOLS,1

RC1_DZ,30

RC1_MAX,1925

RC1_MIN,1105

RC1_OPTION,0

RC1_REVERSED,0

RC1_TRIM,1515

RC10_DZ,0

RC10_MAX,2065

RC10_MIN,965

RC10_OPTION,0

RC10_REVERSED,0

RC10_TRIM,965

RC11_DZ,0

RC11_MAX,1900

RC11_MIN,1100

RC11_OPTION,0

RC11_REVERSED,0

RC11_TRIM,1515

RC12_DZ,0

RC12_MAX,1900

RC12_MIN,1100

RC12_OPTION,0

RC12_REVERSED,0

RC12_TRIM,1515

RC13_DZ,0

Department of Aeronautical Engineering 51 | P a g e

 MLR Institute of Technology

RC13_MAX,1900

RC13_MIN,1100

RC13_OPTION,0

RC13_REVERSED,0

RC13_TRIM,1515

RC14_DZ,0

RC14_MAX,1900

RC14_MIN,1100

RC14_OPTION,0

RC14_REVERSED,0

RC14_TRIM,1515

RC15_DZ,0

RC15_MAX,1900

RC15_MIN,1100

RC15_OPTION,0

RC15_REVERSED,0

RC15_TRIM,1515

RC16_DZ,0

RC16_MAX,1900

RC16_MIN,1100

RC16_OPTION,0

RC16_REVERSED,0

RC16_TRIM,1515

RC2_DZ,30

RC2_MAX,1876

RC2_MIN,1152

RC2_OPTION,0

RC2_REVERSED,0

Department of Aeronautical Engineering 52 | P a g e

 MLR Institute of Technology

RC2_TRIM,1516

RC3_DZ,30

RC3_MAX,1925

RC3_MIN,1108

RC3_OPTION,0

RC3_REVERSED,0

RC3_TRIM,1108

RC4_DZ,30

RC4_MAX,2075

RC4_MIN,927

RC4_OPTION,0

RC4_REVERSED,0

RC4_TRIM,1503

RC5_DZ,0

RC5_MAX,2065

RC5_MIN,965

RC5_OPTION,0

RC5_REVERSED,0

RC5_TRIM,965

RC6_DZ,0

RC6_MAX,2065

RC6_MIN,965

RC6_OPTION,153

RC6_REVERSED,0

RC6_TRIM,965

RC7_DZ,0

RC7_MAX,1900

RC7_MIN,1100

Department of Aeronautical Engineering 53 | P a g e

 MLR Institute of Technology

RC7_OPTION,77

RC7_REVERSED,0

RC7_TRIM,1515

RC8_DZ,0

RC8_MAX,1900

RC8_MIN,1100

RC8_OPTION,0

RC8_REVERSED,0

RC8_TRIM,1515

RC9_DZ,0

RC9_MAX,2065

RC9_MIN,965

RC9_OPTION,0

RC9_REVERSED,0

RC9_TRIM,965

RCMAP_PITCH,2

RCMAP_ROLL,1

RCMAP_THROTTLE,3

RCMAP_YAW,4

RELAY_DEFAULT,0

RELAY_PIN,-1

RELAY_PIN2,-1

RELAY_PIN3,-1

RELAY_PIN4,-1

RELAY_PIN5,-1

RELAY_PIN6,-1

RLL_RATE_D,0.00442793

RLL_RATE_FF,0.4060693

Department of Aeronautical Engineering 54 | P a g e

 MLR Institute of Technology

RLL_RATE_FLTD,10

RLL_RATE_FLTE,0

RLL_RATE_FLTT,3.183099

RLL_RATE_I,0.1484087

RLL_RATE_IMAX,0.666

RLL_RATE_P,0.1484087

RLL_RATE_SMAX,150

RLL2SRV_RMAX,75

RLL2SRV_TCONST,0.5

RNGFND_LANDING,0

RNGFND1_TYPE,0

RNGFND2_TYPE,0

RNGFND3_TYPE,0

RNGFND4_TYPE,0

RNGFND5_TYPE,0

RNGFND6_TYPE,0

RNGFND7_TYPE,0

RNGFND8_TYPE,0

RNGFND9_TYPE,0

RNGFNDA_TYPE,0

RPM1_TYPE,0

RPM2_TYPE,0

RSSI_TYPE,0

RTL_AUTOLAND,2

RTL_CLIMB_MIN,0

RTL_RADIUS,0

RUDD_DT_GAIN,10

RUDDER_ONLY,0

Department of Aeronautical Engineering 55 | P a g e

 MLR Institute of Technology

SR3_PARAMS,10

SR3_POSITION,1

SR3_RAW_CTRL,1

SR3_RAW_SENS,1

SR3_RC_CHAN,1

SR4_ADSB,5

SR4_EXT_STAT,1

SR4_EXTRA1,1

SR4_EXTRA2,1

SR4_EXTRA3,1

SR4_PARAMS,10

SR4_POSITION,1

SR4_RAW_CTRL,1

SR4_RAW_SENS,1

SR4_RC_CHAN,1

STAB_PITCH_DOWN,2

STALL_PREVENTION,1

STAT_BOOTCNT,69

STAT_FLTTIME,10688

STAT_RESET,239795528

STAT_RUNTIME,40804

STEER2SRV_D,0.005

STEER2SRV_DRTFCT,10

STEER2SRV_DRTMIN,4500

STEER2SRV_DRTSPD,0

STEER2SRV_FF,0

STEER2SRV_I,0.2

STEER2SRV_IMAX,1500

Department of Aeronautical Engineering 56 | P a g e

 MLR Institute of Technology

STEER2SRV_MINSPD,1

STEER2SRV_P,1.8

STEER2SRV_TCONST,0.75

STICK_MIXING,1

SYS_NUM_RESETS,71

SYSID_ENFORCE,0

SYSID_MYGCS,255

SYSID_THISMAV,1

TECS_APPR_SMAX,18

TECS_CLMB_MAX,5

TECS_HGT_OMEGA,3

TECS_INTEG_GAIN,0.1

TECS_LAND_ARSPD,-1

TECS_LAND_DAMP,0.5

TECS_LAND_IGAIN,0

TECS_LAND_PDAMP,0

TECS_LAND_PMAX,10

TECS_LAND_SINK,0.25

TECS_LAND_SPDWGT,-1

TECS_LAND_SRC,0

TECS_LAND_TCONST,2

TECS_LAND_TDAMP,0

TECS_LAND_THR,-1

TECS_OPTIONS,0

TECS_PITCH_MAX,15

TECS_PITCH_MIN,0

TECS_PTCH_DAMP,0

TECS_PTCH_FF_K,0

Department of Aeronautical Engineering 57 | P a g e

 MLR Institute of Technology

TECS_PTCH_FF_V0,12

TECS_RLL2THR,10

TECS_SINK_MAX,18

TECS_SINK_MIN,2

TECS_SPD_OMEGA,2

TECS_SPDWEIGHT,0

TECS_SYNAIRSPEED,0

TECS_THR_DAMP,0.5

TECS_TIME_CONST,5

TECS_TKOFF_IGAIN,0

TECS_VERT_ACC,7

TELEM_DELAY,0

TERRAIN_ENABLE,1

TERRAIN_FOLLOW,0

TERRAIN_LOOKAHD,2000

TERRAIN_MARGIN,0.05

TERRAIN_OFS_MAX,15

TERRAIN_OPTIONS,0

TERRAIN_SPACING,100

THR_FAILSAFE,1

THR_FS_VALUE,950

THR_MAX,100

THR_MIN,0

THR_PASS_STAB,0

THR_SLEWRATE,100

THR_SUPP_MAN,0

THROTTLE_NUDGE,1

TKOFF_ACCEL_CNT,1

Department of Aeronautical Engineering 58 | P a g e

 MLR Institute of Technology

TKOFF_ALT,100

TKOFF_DIST,200

TKOFF_FLAP_PCNT,0

TKOFF_LVL_ALT,20

TKOFF_LVL_PITCH,15

TKOFF_PLIM_SEC,2

TKOFF_ROTATE_SPD,0

TKOFF_TDRAG_ELEV,0

TKOFF_TDRAG_SPD1,0

TKOFF_THR_DELAY,0

TKOFF_THR_MAX,0

TKOFF_THR_MINACC,10

TKOFF_THR_MINSPD,2

TKOFF_THR_SLEW,0

TKOFF_TIMEOUT,0

TRIM_ARSPD_CM,6

TRIM_PITCH_CD,0

TRIM_THROTTLE,45

TUNE_CHAN,0

TUNE_CHAN_MAX,2000

TUNE_CHAN_MIN,1000

TUNE_ERR_THRESH,0.15

TUNE_MODE_REVERT,1

TUNE_PARAM,0

TUNE_RANGE,2

TUNE_SELECTOR,0

USE_REV_THRUST,2

VISO_TYPE,0

Department of Aeronautical Engineering 59 | P a g e

 MLR Institute of Technology

VTX_ENABLE,0

WP_LOITER_RAD,60

WP_MAX_RADIUS,0

WP_RADIUS,90

YAW_RATE_D,0

YAW_RATE_ENABLE,1

YAW_RATE_FF,0.15

YAW_RATE_FLTD,12

YAW_RATE_FLTE,0

YAW_RATE_FLTT,3

YAW_RATE_I,0.15

YAW_RATE_IMAX,0.666

YAW_RATE_P,0.04

YAW_RATE_SMAX,150

YAW2SRV_DAMP,0

YAW2SRV_IMAX,1500

YAW2SRV_INT,0

YAW2SRV_RLL,1

YAW2SRV_SLIP,0

APPENDIX II.

MEDIA

https://drive.google.com/drive/folders/1yyDEX3hhvs1iwmZQz5Iu2QY9Ifh5MRSU

Department of Aeronautical Engineering 60 | P a g e

 MLR Institute of Technology

REFERENCES
1. FAA Advisory Circular 23-18: Installation of TAWS
Outlines regulatory guidance for TAWS integration, applicable to UAV
certification.
https://www.faa.gov/documentlibrary/media/advisory_circular/ac_23-18.pdf
2. RTCA DO-367: Minimum Operational Performance Standards for
TAWS, https://www.easa.europa.eu/download/etso/ETSO-C151d.pdf
Industry standard reference document for TAWS performance and testing.
3. ICAO Annex 6: Operation of Aircraft (TAWS Reference)
International standards for safety equipment like TAWS in aircraft operations.
https://www.icao.int/safety/CAPSCA/PublishingImages/Pages/ICAO-SARPs-
(Annexes-and-PANS)/Annex%206.pdf
4. P. Panagiotou, K. Yakinthos, Aerodynamic efficiency and performance
enhancement of fixed-wing UAVs,Aerospace Science and Technology,Volume
99, 2020, 105575, ISSN 1270-9638, https://doi.org/10.1016/j.ast.2019.105575.
(https://www.sciencedirect.com/science/article/pii/S1270963818324490)

5. Mohammed ElAdawy, ElhassanH. Abdelhalim, Mohannad Mahmou

Mohamed Ahmed Abo zeid, AerialVehicle(UAV)
https://www.sciencedirect.com/science/article/pii/S2090447922004051
6. Akshath Jani, Modelling of Terrain and warning system of UAV,
https://github.com/akshatjani26/Terrain-Awareness-Warning-System-TAWS/
7. Cirrus Training Program, Honeywell KGP 560 TAWS,
https://befa.org/wp-content/uploads/2021/04/Avionics-KGP-560-TAWS.pdf
8. Universal Avionics systems Limited, https://drabpol.pl/wp-
content/uploads/Terrain-Awareness-and-Warning-Systems.pdf
9. Honeywell, Aerospace Technologies,
https://aerospace.honeywell.com/us/en/products-and-services/products/cabin-
and-cockpit/terrain-and-traffic-awareness/enhanced-ground-proximity-
warning-systems/mark-vii-egpws
10. L3Harris TWAS products and specifications,
https://www.l3harris.com/all-capabilities/terrain-awareness-warning-system-
taws

Department of Aeronautical Engineering 61 | P a g e