Quick Takeoff
This section describes how to properly plan a Quick Takeoff.
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A Quick Takeoff refers to a rapid and efficient method of launching the DeltaQuad Evo. The Quick Takeoff process is designed to minimize the time spent on the ground, enabling faster deployment, especially in situations requiring prompt action.
The Quick Takeoff consists of a VTOL Takeoff and Transition item and a Landing Pattern. The Landing Pattern consists of a Loiter Down Orbit, a Transition, and a Land item. These items are planned by the operator.
Before performing a Quick Takeoff, the following steps should be taken to ensure safe execution:
A Quick Takeoff should only be conducted after thoroughly inspecting the intended mission area. All altitude variations and obstacles must be identified and accounted for. Tools like Google Earth can help provide a clearer understanding of ground elevation.
The intended flight must comply with local laws and regulations.
Ensure the takeoff location is free from obstructions up to the transition altitude, with at least 500 meters of clearance in the transition direction and 200 meters in every horizontal direction.
Set the VTOL takeoff orbit with at least 25 meters of clearance above obstacles. The standard orbit’s altitude is 80 meters relative to the takeoff location.
During fixed-wing flight (Aero), the vehicle should maintain an altitude of at least 50 meters above ground level. At the start and toward the end of the mission, the vehicle must maintain an altitude of 25 meters above obstacles to reduce energy consumption and ensure a safe distance from the ground and any obstacles below the flight path. For example, if there are trees in the landing area that are 10 meters tall, the landing altitude should be set to 35 meters (25 meters) above the height of the trees.
The takeoff altitude should be set to 15 meters above any obstacles in the takeoff area. For example, if there are trees in the takeoff area that are 10 meters tall, the takeoff altitude should be set to 25 meters (15 meters) above the height of the trees.
The takeoff and landing sites must consist of a level, flat surface that is free of obstructions for at least 5 by 5 meters.
The takeoff altitude should be high enough to allow the vehicle to perform a transition in any direction.
Weather conditions must be within the maximum allowed limits for safe flight.
Both the front and back transition paths must be planned so that the vehicle is facing into the wind while performing the transition.
The intended flight should not consume more than 85% of the total available energy.
At any point in the flight, the vehicle must be able to return to its takeoff point in a straight line at its current altitude, assuming a minimum altitude as stated in the Safety Settings
At any point in the flight, the vehicle must be able to initiate an unscheduled landing without causing damage to itself or the surrounding environment.
For a Quick Takeoff that cannot transition directly into the wind, the flight path can be adjusted to the desired transition direction by following these guidelines:
Landing Approach: Ensure that obstacle-free sectors are selected for the landing approach. The vehicle will automatically perform the back transition to multirotor mode into the wind, or as close as possible to this direction, given the limitations of the selected sectors.
Wind Conditions: This procedure should only be performed when wind speeds are below 5 m/s.
Takeoff Orientation: The transition direction can be set towards a safe direction. The vehicle should still be placed facing its nose into the wind during takeoff. Upon reaching the transition altitude, it will automatically adjust its heading toward the transition direction.
Drift Considerations: If the vehicle is not aligned with the wind, it may drift in the wind's direction during both the forward and backward transitions. Special care must be taken to avoid obstacles during these phases.
Automatic Wind Alignment: During both takeoff and landing, the vehicle will automatically attempt to align its nose into the wind for optimal performance.
In certain situations where launch and landing sites pose significant restrictions and obstacles, utilizing the Takeoff and Approach functionalities in Fly View becomes impractical. In such instances, it is advisable to employ the Plan View for comprehensive mission planning. The planned mission may be interrupted with reposition commands for performing the mission, and the RTL behavior will follow the landing as planned in the mission.
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