Are we allowed to use ready-made frames/structures for our unmanned aircraft or do we make it from scratch? 

Answer: The rules are quite clear that airframe kits are not permissible – para 4.7:

“The UAS airframe and physical control systems shall be designed from scratch, and not based upon commercially available kits or systems.’’ The airframe and control systems design should be your own and not a copy of a commercial UAS. We are looking for innovative ideas."

Are we allowed to add a small tab to the payload to be a part of the payload release mechanism or add a nose cone to reduce drag?

Answer: No, you are not permitted to modify the payload container in any way.

Do we have the option to carry the payload on the inside or outside of the airframe?

Answer: You may carry the payload on the inside or outside of the airframe but you must not modify the container in any way.

We would like to buy a flight controller which has many integrated systems. Are we allowed to use such commercially available set of hardware? 

Answer: The note in para 4.7 lists the type of stock components that are permissible as COTS items. We want you to design your own airframe but you are permitted to use off-the-shelf autopilots.

The COTS products budget is set at £1300. I am aware this includes off the shelf components such as motors and batteries etc. Does this also include all material and manufacturing costs too? Is the cost of either the sandwich panel itself or the associated manufacturing costs included in this COTS budget?

Answer: The rules state that the guideline maximum value of COTS is £1,300; it is not a limit but we are looking for the best value for money (competitiveness) of the UAS. COTS, in this context, is for bought-in finished components, e.g. motors, batteries, servos, control boards, etc. Any expenditure above the £1,300 needs to be justified. You are not limited to what you spend on materials but you do need to consider whether an aid agency will be able to afford your UAS for delivering the humanitarian aid. We will be judging your business case from your Business Presentation. You also need to consider the environmental impact of the materials that you are using.

Annex D specifies the structure and content of the deliverable documents: is this mandatory or guidance on how to cover the subject matter? 

Answer: The content specified in Annex D for all documents are mandatory. Failure to follow these requirements may result in the document being declared ineligible.

Is it permissible to use power sources other than Li-Po batteries e.g. hydrogen fuel cells?

Answer: No, only Li-Po batteries may be used as stated in 4.2.1.

If we have a two-engine design does it need to be one isolator, or can a two-engine design run on separate circuits with one for each engine?

Answer: The requirement for the external removable link is for the safety of the operator and so that the Scrutineers and Flight Safety Officer can see that the aircraft is in a safe to handle state. A single link disabling power to all motors and positioned as specified in 4.2.3. See also the whole aircraft isolation link requirement in 4.2.2.

Once the concept paper is submitted, how much is our design allowed deviate from it In case we encounter problems?

Answer: You may make detail changes to your design at any stage as your design evolves and as testing raises issues. You must list any significant changes with an explanation of why they have become necessary in your next document release. These changes should also feature in your Design Review meetings.

If we acquire backup components for the build that may not be used in the final system during the flight missions, should we include it in the budget/ cost declaration?

Answer: No, you need not declare backup components in your cost budget but you may want to mention that you have taken the precaution of buying some as a risk mitigation.

Is it allowed to use Dronekit for the path planning?

Answer: Yes, but it will need to be accounted for in the COTS budget and do not forget that there are points for innovation.

Can we release the catapult by hand and do we need to be a minimum distance away?

Answer:You can manually release your catapult without risking penalties under the Automatic Operation requirement. You must undertake a risk assessment to determine how this is to be done safely and not pose a risk to the launcher or anyone else. The FSO will not permit release if he/she is not satisfied that the risk has been adequately addressed. Similarly, if using a catapult, your risk assessment will determine whether you can safely install the aircraft after the catapult has been set.

Could you please provide a full list of all PPE that the team will require to be compliant with your risk assessment?

Answer: All members involved in the launch and recovery of the UA are required to wear safety glasses. Other PPE requirements will vary for each team, depending on what tooling will be used at the event, therefore, no specification will be provided by the IMechE; if we did it would state “all PPE required for the tasks to be performed”.

Teams should be advised to consult the Health and Safety Executive (HSE) guidance for PPE at work and demonstrate to the IMechE that they have selected suitable PPE for the maintenance/manufacturing tasks they will be performing, as part of their own Safety Assessment/Risk Assessment. Appropriate use of PPE will be monitored at the Demonstration Event.

We have a sponsor who will be helping us fabricate our frame. If we have to, how do we declare the costs associated with this?

Answer: You need to clearly state what work your sponsor is doing for you. Please take particular note of the words in sections 3.2.3, 3.4 and 4.7 of the Rules.

The idea of the competition is that this should be your own airframe and control system design and aside from off-the-shelf components, e.g. autopilots, batteries, motors, etc. should largely be manufactured and assembled by yourselves.

If it is a specialised component/assembly from your sponsor then it should be included in the COTS budget. If the sponsor is helping with specialised manufacturing equipment then it need not but should be acknowledged.

Is it possible for the Institution of Mechanical Engineers to help our team financially in order to cut down costs?

Answer: The Institution is not able to sponsor any UAS Challenge teams directly, but you are eligible to apply for a Group Project Award 

If we want to add an additional member to the team (giving more than 10 people + supervisor) is this possible?

Answer: Team attendance at the Demonstration Event is currently limited to no more than 10 members per team, plus your Academic Lead or Team Supervisor. This is because of the expected number of teams and the logistics constraints at the BMFA Buckminster site. We will communicate any changes to teams as/when we are able.

Can this just be anyone, for instance, someone from the team, or does this have to be someone more official, such as a university lecturer?

Answer: The team supervisor should be a university staff member.

You may modify the parachute in any way that you like including replacing it with a parachute of your own design but it must attach to the box in the same way. You may not modify the box in any way.

All flying at the competition event itself will be conducted by the event Safety Pilots and the Flight Safety Officer, so the teams will not actually fly themselves at the competition. In terms of your own Pre-Demonstration event practice and testing, teams just need to comply with their local Aviation Authority regulations. In the UK that is the Civil Aviation Authority and the UK Air Navigation Orders for safe and lawful flying.

In summary UK teams must ensure the following:

1. That they or the University hold an Operator ID form the UK CAA and that said number is displayed correctly on their aircraft.
2. That any person flying the aircraft meets the competency requirements set out by the UK CAA, which is typically the Flyer ID element.
3. That any flights are only performed under UK CAA regulations, i.e. that they fly safely and lawfully. As they are likely to be flying aircraft near 10kg, this will mean they are likely to be flying in the A3 Open Category.
4. The dropping of articles from an unmanned aircraft is NOT permitted in the Open Categories, i.e. it is illegal, so practicing this is not possible unless they join an association with access to an Article 16 permission.

There is no official need legally for insurance unless any flights are considered ‘commercial’, however the IMechE do require that teams use insurance, for which the British Model Flying Association can help www.bmfa.org Joining the BMFA also gives access to their Article 16 permission, which is required if teams want to test and practice payload dropping.

A quick start guide on regulations can be found here: https://rcc.bmfa.uk/quick-start-guide-to-model-flying-operation-of-unmanned-aircraft

Commercial flying is often considered a flight performed for payment or reward, but if the pilot is a paid member of staff, that also makes it a commercial flight.

International teams:

International teams will need to comply with their relevant Aviation Authority regulations, which may differ to those in the UK.

You may not drop anything from the aircraft other than the payload and the payload box must not be modified.  If you want use some form of fairing over your payload you must arrange for this to stay with the aircraft and this should give you an opportunity for some innovative design.

You can alter or change the parachute, but you should not be designing a fairing or structure to encase the payload when released to alter drag or add increased structural support, as this defeats the purpose of us suppling the payload you need to deliver.