RPFlightSystems, Inc. / RPSearch Services, Inc. Flight Safety Operations Procedures 

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Field Safety Operations & Procedures 

Copyright © RPFlightSystems, Inc. 2007 

Published 04/10/2007 

Revised 04/30/2015 

Revision 3.17 

RPFlightSystems, Inc. P.O. Box 470, Wimberley, TX 78676 
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Flight & Incident Procedures for Spectra UA’s and Inspire 1 UA’s in search & rescue and 

disaster assistance. 

I. Personnel qualifications 

 a. Pilot in Command (PIC) 

 b. Pilot at controls (PAC) 

 c. Ground System Crew 

 d. Observers 

II Airframes 

 a. Configuration 

 b. Construction 

 c. Propulsion 

 d. Hazard mitigation 

III Flight Operations and Mission Profiles 

 a. Search and Rescue/Recovery 

b. Disaster Mitigation Support 

IV. Launch and Landing Zones 

 a. Launch Site Selection 

 b. Landing Site & Alternate Landing Sites 

 c. Safety & Crowd control 

 

V. Preflight Checklist 

 a. Primary Responsibility 

 b. Airframe Preflight/Inspection 

 c. Control system/ground station 

 d. Post Flight 

VI. In Flight Operations 

 a. Flight Clearance & Authorization 

 b. Ground Crew & Observer Communications 

VII. NIMS & IC Interface 

 a. ICS accountability 

 b. ICS communications 

 c. Permissions 

VIII. Field Maintenance and Repairs 

 a. Logbooks 

 b. Field Repairs 

IX. Clearing the Scene 

 a. Personnel accountability 

 b. Environmental considerations 
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X. Media Interface 

 a. Incident Public Information Officer 

 b. Internal media interface 
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Introduction 

It is the intent of RPFlightSystems, Inc. to provide technological support in the form of 

unmanned aircraft systems (UAS) to communities and responding agencies that do not 

currently have the capability, nor foresee obtaining it in the near future. RPSearch 

Services is a subsidiary of RPFlightSystems Inc. and is a non-profit (IRS 501(c)3) 

organization. This document shall provide best practices and internal procedures for the 

safe operation of its UAS’s in all environments it may be asked to participate in. 

Section I : Personnel qualifications 

Pilot in Command (PIC) 

The PIC shall be the individual with responsibility for all other personnel involved with 

the operation. For clarification, this section will include both the Pilot in Command and 

the Pilot at the Controls although they may both be the same person in most 

circumstances. The PIC shall have the minimum qualifications: 

1. Knowledge of general aviation practices and FARs 

2. When operating under an FAA exemption, holds either a sport pilot, 

recreational pilot, or private pilot certificate issued by the FAA. 

3. Successful completion of a training program consisting of : 

a. 8 hours of classroom training on systems and mission planning 

b. 4 hours of field maintenance, repair, and setup 

c. 4 hours of in flight training on aircraft of type (Spectra or Inspire 1). 

d. Successful demonstration of 3 take offs and landings in aircraft of type 

(Spectra or Inspire 1) 

4. Familiar with aviation communications protocols for control and reporting 

 3. National Incident Management System Certification 100, 300, & 700 level 

 4. 20/20 corrected vision 

 5. Familiarity and operations of Spectra aircraft to include; 

 a. At least three events utilizing UA 

 b. At least three take offs and recoveries within 90 days with type 

 c. Familiar with the latest revision of ground control software 

 d. Emergency recovery procedures in failed link situations 

 6. Familiar with the qualification requirements of all subordinate personnel 

 7. Familiar with communications protocols in an NIMS/ICS environment 

 8. Familiar with mission planning and preflight procedures 

 9. Versed in emergency procedures and contingency operations 

 10. Familiar with acceptable field repair and maintenance procedures 

 

Pilot at controls (PAC) 

 1. Knowledge of general aviation practices and FARs 
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2. When operating under an FAA exemption, holds either a sport pilot, 

recreational pilot, or private pilot certificate issued by the FAA. 

 2. Knowledge of aviation communications protocols for control and reporting 

 3. National Incident Management System Certification 100, 300, & 700 level 

 4. 20/20 corrected vision 

 5. Familiarity and operations of Spectra or Inspire 1 UA to include: 

 a. At least three events utilizing UA 

 b. At least three take offs and recoveries within 90 days with type 

 c. Familiar with the latest revision of ground control software 

 d. Emergency recovery procedures in failed link situations 

 6. Familiar with mission planning and preflight procedures 

 7. Versed in emergency procedures and contingency operations 

 8. Familiar with acceptable field repair and maintenance procedures 

Ground System Crew 

 1. National Incident Management System Certification 100, 300, & 700 level 

 2. 20/20 corrected vision 

 4. Familiarity and operations of Spectra and Inspire 1 UA to include; 

 a. Familiar with the construction and configuration of each UA 

 b. Familiar with GCU/MCU electronics and configuration 

 c. Familiar with field repair procedures for each UA 

 d. Familiar with the latest revision of ground control software 

Observers 

 1. National Incident Management System Certification 100, 300, & 700 level 

 2. 20/20 corrected vision 

 3. Familiar with emergency recovery procedures in failed link situations 

Section II : Airframes 

The Spectra airframe is based upon a proven design that has been developed over the last 

10 years by RPFlight Systems, Inc. The materials incorporated are new and electronics 

are off the shelf components that are new and of well known manufacture. The aircraft 

are designated for visual line of sight operation (VLOS) and are equipped with flight 

control systems for waypoint navigation and telemetry and built in failsafe modes in the 

standard configuration utilized. 

The DJI Inspire 1 is a state-of-the-art lightweight quad-rotor-craft design equipped with 

sophisticated flight modes and failsafe procedures. 

As configured, the aircrafts operational area would extend no more than 1⁄2 to 3/4 of a 

mile laterally from the pilot at the controls or the observer furthest away from the PIC. 

Each aircraft of type is flight tested in an isolated area to ensure airframe structure and 
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propulsion capability are sufficient for the intended payload, operating environment, and 

maneuvers required before it will fly any mission stated herein. 

Configuration 1 

Spectra 

 Aircraft Type: Spectra AP flying wing 

 Manufacturer: RPFlightSystems, Inc. 

 Construction: EPS foam/ABS/composite 

 Aircraft Empty Weight: 3.3 lbs. 

 Aircraft RTF AUW: 4.5 – 5.5 lbs. 

 Propulsion: Electric single propellorr 

 Power : 5.4AH lithium polymer flight batteries 

 Onboard electronics: Manual control system RX, flight control system 

 Optics : (1) still imager, up to (2) video video, 2.4/5.8Ghz. 

 Launch Type : Hand launch 

 Landing Type : Skid, net retrieval 

 Launch Speed : 15 mph 

 Cruise Speed : 25-34 mph (@ 75% power) 

 Cruise Speed : 25 mph (@ 50% power) 

 Landing Speed : 12 mph 

 Stall : 12 – 18mph (depending upon wing loading) 

 VNE : 75 mph 

 Duration : 1 hour (5.4Ah battery, 50% power) 

Construction 

As noted, UA are constructed of foam (Expanded PolyStyrene) wings with internal 

bracing. Center section may include carbon fiber skeleton and outer skin of vacuformed 

ABS. 

Propulsion 

Aircraft utilize brushless, three phase, AC motors. They require a switching electronic 

speed control to provide throttle management. 

 

Hazard mitigation 

The Spectra is designed to collect imagery utilizing a lightweight and relatively slow 

airframe. This reduces the potential for injury by reducing the mass that can be delivered 

in a small area. These UAS are considered “frangible” in that they will come apart on 

impact without concentrating force in any vector. They do not use internal combustion 

motors and do not carry any flammable liquids for operation. The aircraft utilizes a 

redundant communications fail safe so that that if either the command over-ride link or 

the telemetry fails, the UAS will abort the mission and return to the launch area. 
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Configuration 2 

DJI Inspire 1 

 Aircraft Type: Multi-rotor, Inspire 1 

 Manufacturer: DJI 

 Construction: Carbon fiber, plastic, aluminum 

 Aircraft Empty Weight: 3.3 lbs. 

 Aircraft RTF AUW: 4.5 – 5.5 lbs. 

 Propulsion: Electric – four two blade propellers 

 Power : 5.4AH lithium polymer flight batteries 

 Onboard electronics: Manual control system RX, flight control system 

 Optics : (1) still imager, up to (1) video video, 2.4/5.8Ghz Lightbridge. 

 Launch Type : VTOL 

 Landing Type : VTOL 

 Launch Speed : 15 mph vertical 

 Speed Evelope : 15-35 mph 

 Cruise Speed : 0-25 mph 

 Landing Speed : 0 mph 

 Stall : N/A 

 VNE : N/A 

 Duration : 15 minutes (typical) 

Construction 

As noted, UA are constructed of carbon fiber rods with internal bracing. Center section 

may include carbon fiber skeleton and outer skin of vacuformed ABS. 

Propulsion 

Aircraft utilize (4) four brushless, three phase, AC motors. They require a switching 

electronic speed control to provide throttle management. 

 

Hazard mitigation 

The Inspire 1 is designed to collect its imagery utilizing VTOL capabilities where a fixed 

wing airplane would have difficulties in either take off or landing. The Inspire 1 is 

equipped with a return to launch area (RTH) feature. The Inspire 1 does not use internal 

combustion motors for propulsion and does not carry any flammable liquids for 

operation. Risk is further mitigated by the Inspire 1's ability to stay aloft while moving 

slowly, or to hover in place, unlike a fixed-wing UA which must continue lateral motion 

during flight. 

Section III : Flight Operations and Mission Profiles 

RPFlightSystems, Inc. recognizes that each mission has its’ own unique circumstances 

that may affect the operation of the UA, safety factors, and personnel involved. 
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Search and Rescue/Recovery 

Search and Rescue operations range from small singly controlled units to multi agency 

units requiring coordination and close dissemination of information. The PIC will 

consider the following factors before authorizing any launch of either UA for the purpose 

of Search and Rescue; 

1. Weather 

 

 When possible, the PIC shall contact the closest flight service station for 

 weather in the immediate area of operations. In lieu of that source, the local 

 source of weather may be utilized through the internet, or may be observed on 

 site. The PIC shall have final determination of risk due to weather and authority 

 over launch of any aircraft 

2. Hazards to the public 

 

 The PIC shall make every effort to ensure that flight operations will not pose any 

undue risk to the public not directly involved with the effort. The PIC shall have final 

determination of risk to the public and authority over launch of any aircraft 

3. Hazards to property 

 The PIC shall make every effort to ensure that flight operations will not pose any 

undue risk to any property in the area involved with the effort. The PIC shall have final 

determination of risk to the property and authority over launch of any aircraft 

4. Hazards to personnel 

 The PIC shall make every effort to ensure that flight operations will not pose any 

undue risk to the personnel directly involved with the effort. The PIC shall have final 

determination of risk to the public and authority over launch of any aircraft 

5. Proximity to controlled airspace 

The PIC shall ensure that all operations take place at least five (5) nautical miles 

from any airport having an operational control tower and within Class G airspace, 

absent express ATC authorization for other operational airspace locations. 

Operations inside controlled airspace shall be performed with permission of, and 

in communication with, the controlling authority of the airspace. The PIC shall 

have final authority over launch after clearance has been granted by the 

controlling authority. The controlling authority maintains the right to abort any 

flight operation regardless of the stage that operation is in. 

Disaster Recovery Support 
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Search and rescue in the context of disaster recovery support operations shall be 

controlled by a NIMS Incident Command System. The PIC shall report to the Incident 

Commander with a list of all resources that can be made available for the situation. 

Regardless of authority, the PIC has final authority for all launches of unmanned aircraft 

under his/her control. 

 Section IV : Launch and Landing Zones 

Launch Site Selection 

Launch site selection shall be driven by safety first and foremost. Selection of launch 

sites will be considered based upon : 

1. Ability to maintain adequate buffer zones between aircraft and personnel 

 

RPFS personnel shall maintain a buffer of at least 50 feet between aircraft 

operations and all non-essential personnel. Observers shall act as safety 

supervisors while not performing the duty of in flight observer. Emergency 

management personnel, law enforcement, or other PIC designees may augment 

with proper on site instruction for crowd control. 

2. Communications with the requestors and their personnel 

RPFS personnel shall maintain communications with any authority requesting the 

flight operation. The communications may be made verbally if within proximity, 

via cell phone, or by tactical radio as required. The requesting authority shall 

provide final permission over all launches. If the requesting authority grants 

independent flight operations, the PIC shall have full authority of all launches. 

3. Environmental Assessment 

No launches shall occur until all environmental assessments have considered. 

Personnel have final authority to abort any launch based upon hazard to the 

environment, themselves, or other personnel in the area. 

4. Departure over sparsely populated corridors 

 The PIC shall make every effort to select a launch site that minimizes 

 departures over populated areas. If flights over populated areas must take place 

 the PIC shall plan each flight to minimize the time of areas of concern. 

 

Landing site & Alternate landing sites 

1. Primary Landing site 
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 Typically the primary landing shall be the same as the launch site. The PIC has 

 final authority for any approaches to the primary site and may wave off any 

 approach deemed unsafe. 

 

2. Alternate landing sites 

 The PIC shall designate at least one alternate landing site. In the event that 

 a wave off is not possible and the primary landing site is deemed unsafe, 

 procedures to utilize the secondary site will be invoked. 

3. Mission Abort Sites 

 The PIC may optionally designate an “abort site” whereby the aircraft may 

 be “dumped” in an emergency situation. The abort site shall be so far removed as 

 to provide absolute minimal risk should the aircraft be required to vacate airspace 

 in an emergency. 

4. Approaches over populated areas. 

 The PIC shall make every effort to select a landing site that minimizes 

 approaches over populated areas. 

 

5. Landing Safety & Crowd control 

 All landing sites shall be maintained and operated as the launch sites. 

 personnel shall maintain a buffer of at least 50 feet between aircraft 

 operations and all non-essential personnel. Observers shall act as safety 

 supervisors while not performing the duty of in flight observer. Emergency 

 management personnel, law enforcement, or other PIC designees may augment 

 with proper on site instruction for crowd control. 

Section V : Preflight, Takeoff, and Post flight Checklists 

Primary Responsibility 

Preflight activities are completed and verified by the PIC before takeoff, generally upon 

arrival at the location and the operation is to be performed. Activities in this segment 

refer to all knowledge gathering, area assessment, and actions performed on the aircraft 

before taxi or takeoff. These include inspection of aircraft, assessment of the operating 

location, coordination with other crew members involved in the operation, and equipment 

checkouts. 

Mission Plan 

The mission plan shall contain all actions and contingencies for the mission planned. 

Any limiting factors in the flight environment may alter the intended operation and 
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modify the mission plan accordingly. Contingency planning should include safe routes in 

the event of a system failure, degraded performance, or lost communication link, if such a 

failsafe exists. Additional plans should be established for all flight and ground crew 

should the need arise to evacuate any situation. 

Airframe Inspection/Preflight 

Each air frame has its own unique set of pre-flight inspection requirements. RPFS/RPSS 

personnel shall follow the recommended manufacturer’s inspection, but as a minimum 

the airframe shall be given a thorough inspection thru the use of a checklist. The content 

of the checklist will be as follows: 

 1. Before the first flight of the day, verify all transmitter, on-board aircraft, and 

 camera batteries are fully charged. 

 2. Check all control surfaces for signs of damage, loose hinges, and overall 

 condition. 

 3. Check the control linkages are secured and the condition of the control horns 

 and brackets. 

 4. Check the wing to make sure it is in good structural condition and properly 

 secured and aligned to the airframe. 

 5. Check the motor/engine and mounting system to make sure it is firmly attached 

 to the airframe. 

 6. Check the propeller or rotor blades for chips, cracks, looseness and any 

 deformation. 

 7. Check the landing gear (if applicable) for damage, for secure attachment, and 

 the wheels are in good shape and rotate freely. 

 8. Check that the servos are firmly attached to the airframe and all receiver 

 connections are secure. 

 9. Check all electrical connections making sure they are plugged in and secured to 

 the airframe. 

 10. Check that the photography equipment and mounting system are secure and 

 operational. 

 11. Perform an overall visual check of the aircraft prior to arming any power 

 systems. 

 12. Repair or replace any part found to be un-airworthy in the pre-flight prior to 

 take-off. 

Flight Control/Ground station 

 1. If necessary check for frequency conflicts by use of frequency scanner before 

 turning on transmitter. 

 2. Make sure that all of your body parts, clothing, other obstructions, and 

 bystanders are well away from any propeller or rotor and its arc before turning 

 power on to any systems. Make sure the aircraft is secure and will not move if the 

 motor was suddenly powered up. 
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 3. Announce out loud - "CLEAR PROP". 

 4. Turn on the transmitter. If it displays information such as aircraft memory and 

 battery voltage, be sure these numbers are correct. 

 5. Make sure that the throttle stick on the transmitter is in the power off position. 

 6. Connect the battery and/or turn on the power switch to the aircraft. 

 7. Follow the recommended range test procedures as outlined in your radio 

 transmitter/receiver owner's manual. 

 8. Check for proper operation of control surfaces. 

 9. Check that all servos are steady and not chattering or making any other 

 abnormal noise when in operation or idle. 

 10.Check the motor/engine for proper operation. Firmly secure the aircraft and 

 gradually increase the throttle to full power and back down to idle - checking for 

 lack of thrust, vibration or other possible anomalies. Check that the motor stops 

 completely when the throttle stick is at the off position. 

 11. Ensure the triggering device is working correctly.

Before Take Off: 

 1. Confirm transmitter antenna is fully extended if applicable. 

 2. Confirm transmitter trims settings in proper position. 

 3. Confirm receiver antenna is fully extended if applicable. 

 4. Check that the take off area is clear of obstructions and people. 

 5. Double check weather conditions and review potential emergency landing 

 areas. 

 6. Set flight timer alarm. 

 7. Announce out loud - "PREPARING TO TAKE OFF". 

 8. Launch aircraft. 

In-Flight: 

 1. Climb to a safe altitude away from potential hazards and check control systems. 

 Reset trims if necessary. 

 2. Keep UAS at a safe operating distance from people and buildings. 

3. Keep UAS to a maximum altitude of 400 feet above ground level. 

4. If aircraft must be flown over buildings or people, maintain a safe altitude for 

recovery & make every effort to minimize exposure. 

5. Continually scan the flight and ground areas for potential hazards 

6. Prepare hand off of manual control to ground control station by announcing 

“STANDBY FOR FLIGHT PLAN INITIATION” 

 7. PAC should acknowledge with “STANDING BY” 

8. When ready the PIC shall announce “FLIGHT PLAN INTIATED” and release 

manual command. 
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 9. PAC shall announce “FLIGHT PLAN MODE CONFIRMED” 

Landing: 

 1. Check the control systems and set the trims that if necessary an emergency 

 abort landing can be made. 

 2. Scan landing area for potential obstruction hazards and recheck weather 

 conditions. 

 3. Announce out loud - "PREPARING TO LAND". 

 4. Always be prepared to go around. 

 5. Carefully land the aircraft away from obstructions and people. 

Post-Flight: 

 1. Turn the power off to the aircraft and/or disconnect the batteries. 

 2. Turn off the transmitter. 

 3. Turn the power off to the sensor equipment. 

 4. Visually check aircraft for signs of damage and/or excessive wear. 

 5. Remove the flight pack and stage for recharge. 

 6. Secure the aircraft. 

Section VI : In-flight Operations Communications

Flight Clearance & Authorization 

PIC and aircrew shall have access to FAA controlling entity (TRACON, FSDO, or local 

tower) via either handheld aviation radio, local agency radio, by cell phone or face to face 

in prior authorization when required. Operations in Class G airspace and in sparsely 

populated areas generally do not require direct communication unless within five (5) 

nautical miles (or less) of an airport with a control tower. 

In the event that personnel are given the task of independently performing missions, or 

the absence of a formal Incident Command, the PIC shall have full authority for all flight 

operations. The PIC will be solely responsible for the conduct of the ground crew and 

observers before, during and after the flight while on duty. The PIC shall also ensure that 

all standards of safe flight are met before authorizing launch of any aircraft. 

Ground Crew & Observer Communications 

Ground crew and observer communications and “chatter” shall be kept to a minimum and 

shall focus on the mission at hand. Communications not directly affecting the outcome 

of the mission should be avoided so as to not distract the PAC from his/her assigned 

duties. The use of two radios with a VOX capability will be utilized when possible. Cell 

phone communication may be utilized when it is reliably available but radios will be on 

standby for backup. Aircrew not requiring the use of cell phones will place their devices 

on silent or vibrate mode during actual flight. 
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Sterile Cockpit 

The area immediately around the flight command center and the Ground Control Station 

shall be kept clear of all non-essential personnel. If the use of mobile command unit 

(MCU) is available, the area occupied by the flight crew shall be identified and 

segregated from any other operations or personnel, communications, or any other 

operations that could become a distraction to the flight crew. 
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Section VII : NIMS & IC Interface 

ICS accountability 

If an Incident Command structure is implemented on any mission involving personnel, 

the PIC shall report directly to the situation Incident Commander with a full disclosure of 

assets available. The PIC shall defer authority for flight clearance to the Incident 

Commander unless a safety situation that the Incident Commander may not be aware of 

arises. In that case, the PIC must halt flight operations and report immediately to the IC 

for further instructions. Regardless of authority, no UA shall impinge, interfere, or 

hinder any full size aircraft entering into proximity of the operation. In an incident of 

large scale, a temporary flight restriction (TFR) may be imposed by the FAA and 

controlled by the Incident Command. PIC shall ensure all operations are confined to the 

limits and restrictions of the TFR. 

ICS communications 

All communications in a IC structure shall be the proscribed method of the incident 

which may two way radio, cell phone, or face to face. Regardless of method, 

communication between the PIC, ground crews, and incident command shall be 

conducted in plain English. All personnel should reduce the amount of codes and jargon 

to an absolute minimum to ensure clarity of information transmitted. Flight personnel 

shall not disclose any information to parties outside the responding agency concerning 

the mission or the payload unless it has been approved by the ICS Public Information 

Officer (PIO) 

Permissions 

In order of hierarchy, flight authorizations will come from the following: 

1. Area Command – in a multi-agency oriented incident 

2. Situation Incident Command – in a local incident 

 a. Incident command may designate an “Air Boss” 

3. Pilot in Command – in an independent operation. 

 

Field Maintenance and Repairs and Logbooks

Field Repairs 

After recovery of the aircraft, if an inspection should reveal any damage, the PIC may 

authorize the field repair of the aircraft. Field repairs can consist of two types, critical 

and non-critical. 

 1. Non-critical repairs are repairs made to the airframe or components that are not 

 critical to the flight control or function of the aircraft in its assigned mission. 
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 Repairs of this nature are patches to covering, replacing fairings or cowlings, or 

 repairs that enhance the mission payload. 

 2. Critical repairs or those repairs that must be made that directly affect the 

 ability of the aircraft to perform its function and to continue the mission. Typical 

 repairs of this nature would be such as replacing a motor, or replacing a fight 

 control servo. 

All repairs made to an aircraft shall be noted in the individual aircraft maintenance log. 

Special care should be taken to record failures of any type with detail sufficient to 

determine average time in service and cause for failure. 

Logbooks 

 Logbooks shall be utilized in every flight operation. The logbook may be 

 consulted to ascertain any condition the PIC might need to be aware of 

 concerning behavior of the aircraft or past repairs made to the aircraft. An entry 

 into that aircrafts logbook shall be completed after every landing cycle, regardless 

 of outcome. 

Section VIII : Clearing the scene 

Personnel accountability 

The PIC shall be responsible for the safe accounting of all flight personnel and 

 observers. In the event of an incident command, every person involved in flight 

 operations shall be checked into the IC by full name and time on scene. At the 

 completion of mission operations, the PIC shall ensure that all personnel are 

 CHECKED OUT by full name and time out with the IC before departing the 

 scene. 

Environmental considerations 

 Flighcrew shall leave as small an environmental footprint as possible. The 

 immediate area around the flight operations shall be policed for equipment, 

 personal items, or trash. Any material that was removed to make way for flight 

 operations shall be returned and re-established as it was found. 

Section IX : Media Interface 

Incident Public Information Officer 

 In the event an ICS is established, all information made available to the media 

 concerning flight operations and payload shall be cleared through the incident 

 command Public Information Officer (PIO). If an Area Command is established, 

 the area command PIO shall clear all information made available to media. 
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Internal media interface 

 In the event independent operations are underway, the PIC shall act as the liaison 

 between the flight team and media. It is advisable in every case to divulge as 

 little as possible to the media concerning operations of the aircraft and the 

 payload.